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KING'S CUTTERS ]_

—-m^j^ SMUGGLERS

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.«•' '.

E. KEBLE CHATTERTON

THE LIBRARY

THE UNIVERSITY

OF CALIFORNIA

LOS ANGELES

GIFT OF

Commodore Byron Mc Candle ss

KING'S GUTTERS AND SMUGGLERS

i>:i-;vKxrH; ckuiskk chasing smuggling liggek.

Hcl'iire tirin^i on a smusfgler the cruiser was bound to hoist his Revenue colours
^hoth pennant and ensign — no matter whether day or night.

(Fio)ii fill' oriiiiiiiil juiinthia /'y Chmlfs Dixon. K I >

KING'S CUTTERS
AND SMUGGLERS

1700-1855

E. KEBLE CHATTERTON

AUTHOR OF "SAILING SUIPS AND THEIR STORY," "THE ROMANCE OF THE SHIP'
"THE STORY OF THE BRITISH NAVY," "FORE AND AFT," ETC.

WITH 33 ILLUSTRATIONS AND FRONTISPIECE IN COLOURS

PHILADELPHIA
J. B. LIPPINCOTT COMPANY

LONDON; GEORGE ALLEN & COMPANY, LTD.
1912

Printed by Ballantyne, Hanson &' Co.
At the Ballantyne Press, Edinburgh

6^07

PREFACE

I HAVE in the following pages endeavoured to
resist the temptation to weave a web of pleasant
but unreliable fiction round actual occurrences.
That which is here set forth has been derived from
facts, and in almost every case from manuscript
records. It aims at telling the story of an event-
ful and exciting period according to historical and
not imaginative occurrence. There are extant
many novels and short stories which have for their
heroes the old-time smugglers. But the present
volume represents an effort to look at these ex-
ploits as they were and not as a novelist likes to
think they might have occurred.

Perhaps there is hardly an Englishman who was
not thrilled in his boyhood days by Marryat and
others when they wrote of the King's Cutters and
their foes. It is hoped that the following pages
will not merely revive pleasant recollections but
arouse a new interest in the adventures of a
species of sailing craft that is now, like the
brig and the fine old clipper-ship, past and done
with.

The reader will note that in the Appendices a

KING'S CUTTERS AND SMUGGLERS

considerable amount of interesting data has been
collected. This has been rendered possible only
with great difficulty, but it is believed that in
future years the dimensions and details of a
Revenue Cutter's construction, the sizes of her
spars, her tonnage, guns, &c., the number of her
crew carried, the names and dates of the fleets
of cutters employed will have an historical value
which cannot easily be assessed in the present age
that is still familiar with sailing craft.

In making researches for the preparation of this
volume I have to express my deep sense of grati-
tude to the Honourable Commissioners of the
Board of Customs for granting me permission to
make use of their valuable records ; to Mr. F.
S. Parry C.B., Deputy Chairman of the Board for
his courtesy in placing a vast amount of data in
my hands, and for having elucidated a good many
points of difficulty; and, finally, to Mr. Henry
Atton, Librarian of the Custom House, for his
great assistance in research.

E. KEBLE CHAITERTON.

CONTENTS

CHAP.

I. Introduction
II. The Earliest Smugglers

III, The Growth of Smuggling

IV. The Smugglers' Methods .
V. The Havvkhurst Gang

VI. The Revenue Cruisers
VII, Cutters and Sloops .
VIII. Preventive Organisation .
IX. Cutters' Equipment .
X, The Increase in Smuggling
XI. The Smugglers at Sea
XII. The Work of the Cutters

XIII, The Period of Ingenuity .

XIV. Some Interesting Encounters
XV, A Tragic Incident

XVI. Administrative Reforms
XVII. Smuggling by Concealments
XVIII. By Sea and Land
XIX, Action and Counter-Action
XX. Force and Cunning .

APPENDICES

PAOK
1

40
56
82
94

121
1S8
137
182
199
215
239
257
276
295
320
339
361
379

403

ILLUSTRATIONS

PLATES

Revenue Cruiser chasing Smuggling Lugger Colour frontispiece

FACING PAGE

A Representation of ye Smugglers breaking open ye

King's Custom House at Poole .... 86
Mr. Galley and Mr. Chater put by ye Smugglers

on one Horse near Rowland Castle ... 88
Galley and Chater falling off their Horse at

WOODASH ......... 88a

Chater Chained in ye Turff House at Old Mills's . 89
Chater hanging at the Well in Lady Holt Park/

THE Bloody Villains Standing by .
The Bloody Smugglers flinging down Stones after

THEY had flung HIS DeAD BoDY INTO THE WeLL ._

H.M. Cutter " Wickham," commanded by Captain John

FuLLARTON, R.N. ....... 178

H.M. Cutter "Wickham" 179

IN TEXT

PAQB

" Dow SENT HIS Mate and ten Men on board her " . 72
" Came charging down . . . striking her on the

Quarter" . . . . . . . .102

''■ A great Crowd of infuriated People came down to

THE Beach" . . . . . . . .187

"The 'Flora' with the ' Fisgard/ ' Wasso,' and

' Nymph ' " 202

KING'S CUTTERS AND SMUGGLERS

" The ' Cahomne ' continukd her Course and pro- ^^^^
CEEDEH TO London" ...... 211

How THE Deal Boatmen used to Smuggle Tea Ashore 213
" I'he ' Badger ' was Hoisting up the Galley in the

RlG01N(i ~"^

" FiUE AND be Damned " 278

The Sandwich Device 314

The Sloop "Lucy" showing Concealments . . . 324

Cask for Smuggling Cider ...... 326

The Smack "Tam O'Shanter" showing Method of

Concealment ........ 329

Flat-Bottomed Boat found off Selsey .... 332

Plan of the Schooner " Good Intent " showing Method

OF Smuggling Casks ....... 334

The Schooner "Spartan" ...... 336

Deck Plan and Longitudinal Plan of the "Lord

Rivers" 337

" The Cruiser's Guns had shot away the Mizzen-

Mast" ... 348

"The 'Admiral Hood' was heaving Tubs Overboard" 358
"Getting a Firm Grip, pushed him , . , into the

Water" ......... 365

" Let's . . . have him over the Cliff "... 373
" Under Cover of Darkness took on Board . . . Forty

Bales of Silk "....... 377

"Another Shot was Fired" ..... 383

Methods employed by Smugglers for Anchoring Tubs

thrown Overboard ....... 385

The "Rival's" Ingenious Device ..... 392

" Taken Completely by Surprise " .... 398

King's Cutters ^ Smugglers

CHAPTER I

INTRODUCTION

Outside pure Naval history it would be difficult
to find any period so full of incident and contest
as that which is covered by the exploits of the
English Preventive Service in their effiarts to
deal with the notorious and dangerous bands of
smugglers which at one time were a terrible
menace to the trade and welfare of our nation.

As we shall see from the following pages,
their activities covered many decades, and indeed
smuggling is not even to-day dead nor ever will
be so long as there are regulations which human
ingenuity can occasionally outwit. But the grand,
adventurous epoch of the smugglers covers little
more than a century and a half, beginning about
the year 1700 and ending about 1855 or 1860.
Nevertheless, within that space of time there are
crowded in so much adventure, so many exciting
escapes, so many fierce encounters, such clever
moves and counter-moves : there are so many

KING'S CUTTERS AND SMUGGLERS

thousands of people concerned in the events, so
many craft employed, and so much money ex-
pended that the story of the smugglers possesses
a right to be ranked second only to those larger
battles between two or more nations.

Everyone has, even nowadays, a sneaking re-
gard for the smugglers of that bygone age, an
instnict that is based partly on a curious human
failing and partly on a keen admiration for men
of dash and daring. There is a sympathy, some-
how, with a class of men who succeeded not once
but hundreds of times in setting the law at de-
fiance ; who, in spite of all the resources of the
Government, were not easily beaten. In the
novels of James, Marry at, and a host of lesser
writers the smuggler and the Preventive man
have become familiar and standard types, and
there are very few, surely, who in the days of
their youth have not enjoyed the breathless ex-
citement of some story depicting the chasing of
a contraband lugger or watched vicariously the
landing of the tubs of spirits along the pebbly
beach on a night when the moon never showed
herself. But most of these were fiction and little
else. Even Marryat, though he was for some
time actually engaged in Revenue duty, is now
known to have been inaccurate and loose in some
of his stories. Those who have followed after-
wards have been scarcely better.

However, there is nothing in the following

INTRODUCTION

pages which belongs to fiction. Every effort has
been made to set forth only actual historical facts,
which are capable of verification, so that what
is herein contained represents not what might
have happened but actually did take place. To
write a complete history of smuggling would be
well-nigh impossible, owing to the fact that, un-
happily through fire and destruction, many of the
records, which to-day would be invaluable, have
long since perished. The burning down of the
Customs House by the side of the Thames in
1814 and the inappreciation of the right value of
certain documents by former officials have caused
so desirable a history to be impossible to be
written. Still, happily, there is even now a vast
amount of material in existence, and the present
Commissioners of the Board of Customs are using
every effort to preserve for posterity a mass of
data connected with this service.

Owing to the courtesy of the Commissioners it
has been my good fortune to make careful
researches through the documents which are con-
cerned with the old smuggling days, the Revenue
cutters, and the Preventive Service generally ; and
it is from these pages of the past and from
other sources that I have been enabled to put forth
the story as it is here presented ; and as such it
represents, an attempt to afford an authentic pic-
ture of an extremely interesting and an equally

exciting period of our national history, to show

KING'S CUTTERS AND SMUGGLERS

the conditions of the smuggHng industry from the
sevcntecntli to the nineteenth century, and the
efforts to put a stop to the same. We shall soon
find that this period in its glamour, romance, and
adventure contains a good deal of similarity to
the great seafaring Elizabethan epoch. The ships
were different, but the courage of the English sea-
men was tlie same. Nor must we forget that those
rouo'h, rude men who ran backwards and forwards
across the English Channel in cutters, yawls,
luggers, and sometimes open boats, stiffened with
a rich ballast of tea, tobacco, and brandy, were
some of the finest seamen in the world, and cer-
tainly the most skilful fore-and-aft sailors and
efficient pilots to be found anywhere on the seas
which wash the coasts of the United Kingdom.
They were sturdy and strong of body, courageous
and enterprising of nature, who had " used " the
sea all their lives. Consequently the English
Government wisely determined that in all cases
of an encounter with smugglers the first aim of
the Preventive officers should be to capture the
smugglers themselves, for they could be promptly
impressed into the service of the Navy and be
put to the good of the nation instead of being
to the latter's disadvantage.

As everyone familiar with the sea is aware, the
seamanship of the square-rigged vessel and of the
fore-and-aft is very different. The latter makes
special demands of its own which, for the present,

INTRODUCTION

we need not go into. But we may assert with
perfect confidence that at its best the handhng of
the King's cutters and the smugghng craft, the
chasing and chiding in all weathers, the strategy
and tactics of both parties form some of the best
chapters in nautical lore. The great risks that
were run, the self-confidence and coolness dis-
played indicated quite clearly that our national
seafaring spirit was not yet dead. To-day
many descendants of these old smugglers rem.ain
our foremost fore-and-aft sailors, yet engaged no
longer in an illicit trade but in the more peace-
ful pursuits of line fishermen, oyster dredging,
trawling during the winter, and often shipping as
yachts' hands during the summer.

But because we are to read fact and not fiction
we shall scarcely find the subject inferior in interest.
Truth often enough is stranger, and some of the
tricks and devices employed by the smuggling
communities may well surprise us. And while
we shall not make any vain attempt to whitewash
a class of men who were lawless, reckless, and
sometimes even brutal in their efforts, yet we
shall not hesitate to give the fullest prominence
to the great skill and downright cleverness of a
singularly virile and unique kind of British man-
hood. In much the same way as a spectator looks
on at a fine sporting contest between two able
foes, we shall watch the clashing exploits of the
King's men and the smugglers. Sometimes the

KING'S CUTTERS AND SMUGGLERS

one side wins, sometimes the other, but nearly
always there is a splendidly exciting tussle before
either party can claim victory.

No one who has not examined tlie authentic
records of this period can appreciate how powerful
the smugglers on sea and land had become. The
impudence and independence of some of the
former were amazing. We shall give instances in
due course, but for the present we might take the
case of the Revenue cutter which, after giving
chase to a smuggling vessel, came up to the latter.
Shots were exchanged, but the smuggler turned
his swivel guns on to the Government craft with
such a hot effect that the Revenue captain deemed
it prudent to give up the light and hurry away as
fast as possible, after which the positions were
reversed and the smuggler actually chased the
Revenue cutter! In fact during the year 1777
one of the Customs officials wrote sadly to the
Board that there was a large lugger off the coast,
and so well armed that she was " greatly an over-
match " for even two of the Revenue cruisers. It
seems almost ludicrous to notice a genuine and
unquestionable report of a smuggling vessel com-
ing into a bay, finding a Revenue cruiser lying
quietly at anchor, and ordering the cruiser, with a
fine flow of oaths, immediately to cut his cable
and clear out ; otherwise the smugglers promised
to sink her. The Revenue cutter's commander

did not cut his cable, but in truth he had to get

INTRODUCTION

his anchor up pretty promptly and clear out as
he was told.

It was not till after the year 1815 that the
Government began seriously to make continuous
headway in its efforts to cope with the smuggling
evil. Consider the times. Between the years
1652 and 1816 there were years and years of wars
by land or by sea. There were the three great
Anglo-Dutch wars, the wars with France, with
Spain, to say nothing of the trouble with America.
They were indeed anxious years that ended only
with the Battle of Waterloo, and it was not likely
that all this would in any way put a stop to that
restlessness which was unmistakable. Wages
were low, provisions were high, and the poorer
classes of those days had by no means all the
privileges possessed to-day. Add to this the un-
doubted fact that literally for centuries there had
lived along the south coast of England, especially
in the neighbourhood of the old Cinque ports, a
race of men who were always ready for some
piratical or semi-piratical sea exploit. It was in
their blood to undertake and long for such enter-
prises, and it only wanted but the opportunity to
send them roving the seas as privateers, or running
goods illegally from one coast to another. And it
is not true that time has altogether stifled that old
spirit. When a liner to-day has the misfortune
to lose her way in a fog and pile up on rock or
sandbank, you read of the numbers of small craft

KING'S CUTTERS AND SMUGGLERS

wliich put out to salvage her cargo. But not all
this help comes out of hearts of unfathomable
pity. On the contrary, your beachman has an eye
to business. He cannot go roving nowadays ; time
has killed the smuggling in which his ancestors
distinguished themselves. But none the less he
can legally profit by another vessel's misfortune ;
and, as the local families worked in syndicate
fashion when they went smuggling, so now they
mutually arrange to get the cargo ashore and,
incidentally, make a very handsome profit as
well.

We need not envy the Government the diffi-
cult and trying task that was theirs during the
height of the smuggling era. There was quite
enough to think of in regard to foreign affairs
without wanting the additional worry of these
contraband runners. That must be borne in mind
whenever one feels inclined to smile at the ap-
parently half-hearted manner in which the authori-
ties seemed to deal with the evil. Neither funds
nor seamen, nor ships nor adequate attention
could be spared just then to deal with these pests.
And it was only after the wars had at last ended
and the Napoleonic bogey had been settled that
this domestic worry could be dealt with in the
manner it required. There w^ere waiting many
evils to be remedied, and this lawlessness along
the coast of the country was one of the greatest.
But it was not a matter that could be adjusted

INTRODUCTION

in a hurry, and it was not for another forty or
fifty years, not, in fact, until various administra-
tive changes and improvements had taken place,
that at last the evil was practically stamped out.
As one looks through the existing records one
cannot avoid noticing that there was scarcely a
bay or suitable landing-place along the whole
English coast -line that did not become notorious
for these smuggling " runs " : there is hardly a
cliff or piece of high ground that has not been
employed for the purpose of giving a signal to
the approaching craft as they came on through
the night over the dark waters. There are indeed
very few villages in proximity to the sea that
have not been concerned in these smuggling ven-
tures and taken active interest in the landing of
bales and casks. The sympathy of the country-
side was with the smuggling fraternity. JNIagis-
trates were at times terrorised, juries were too
frightened to convict. In short, the evil had
grown to such an extent that it was a most diffi-
cult problem for any Government to be asked
to deal with, needing as it did a very efficient
service both of craft and men afloat, and an
equally able and incorruptible guard on land that
could not be turned from its purpose either by
fear or bribery. We shall see from the following
chapters how these two organisations — by sea and
land — worked.

If we exclude fiction, the amount of literature

KING'S CUTTERS AND SMUGGLERS

Avliich lijis been published on smuggling is exceed-
ingly snuiU. Practically the whole of the fol-
lowing pages is the outcome of personal research
among original, authentic manuscripts and official
documents. Included under this head may be
cited the JNlinutes of the Board of Customs,
General Letters of the Board to the Collectors
and Controllers of the various Out-ports, Out-
port Letters to the Board, the transcripts from
shorthand notes of Assizes and Promiscuous Trials
of Smugglers, a large quantity of INISS. of remark-
able incidents connected with smuggling, miscel-
laneous notes collected on the subject in the
Library of the Customs House, instructions issued
at different times to Customs officers and com-
manders of cruisers. General Orders issued to
the Coastguard, together with a valuable precis
(unpublished) of the existing documents in the
many Customs Houses along the English coast
made in the year 1911 by the Librarian to
the Board of Customs on a round of visits
to the diffisrent ports for that purpose. These
researches have been further supplemented by
other documents in the British JNIuseum and else-
where.

This volume, therefore, contains within its
pages a very large amount of material hitherto
unpublished, and, additional to the details gathered
together regarding smuggling methods, especial
attention has been paid to collect all possible

INTRODUCTION

information concerning the Revenue sloops and
cutters so frequently alluded to in those days as
cruisers. I have so often heard a desire expressed
among those interested in the literature of the
sea to learn all about the King's cutters, how they
were rigged, manned, victualled, armed, and navi-
gated, what were their conditions of service at
sea, and so on — finally, to obtain accounts of their
chasing of smuggling craft, accounts based on the
narratives of eye-witnesses of the incidents, the
testimony of the commanders and crews them-
selves, both captors and captives, that I have been
here at some pains to present the most complete
picture of the subject that has hitherto been
attempted. These cutters were most interesting
craft by reason both of themselves and the chases
and fights in which they were engaged. The
King's cutters were employed, as many people
are aware, as well in international warfare as in
the Preventive Service. There is an interesting
letter, for instance, to be read from Lieutenant
Henry Rowed, commanding the Admiralty cutter
Sheerness, dated September 9, 1803, off* Brest, in
which her gallant commander sends a notable ac-
count to Collingwood concerning the chasing of
a French chasse-maree. And cutters were also
employed in connection with the Walcheren ex-
pedition. The hired armed cutter Stag was found
useful in 1804 as a despatch vessel.

But the King's cutters in the Revenue work
11

KING'S CUTTERS AND SMUGGLERS

were not always as active as they might be. In
one of his novels {TJie Three Cutters) Captain
JNIarryat gives the reader a very plain hint that
there was a good deal of slackness prevalent in
this section of the service. Referring to the mid-
shipman of the Revenue cutter Active, the author
speaks of him as a lazy fellow, too inert even to
mend his jacket which was out at elbows, and
adds, " He has been turned out of half the ships
in the service for laziness ; but he was born so,
and therefore it is not his fault. A Revenue
cutter suits him — she is half her time hove-to ;
and he has no objection to boat-service, as he sits
down in the stern-sheets, which is not fatiguing.
Creeping for tubs is his delight, as he gets over
so little ground."

But Marryat was, of course, intentionally sar-
castic here. That this lazy element was not al-
w^ays, and in every ship, prevalent is clear from
the facts at hand. It is also equally clear from
the repeated admonitions and exhortations of the
Board of Customs, by the holding-out of handsome
rewards and the threatenings of dire penalties, that
the Revenue-cutter commanders were at any rate
periodically negligent of their duties. They were
far too fond of coming to a nice snug anchorage
for the night or seeking shelter in bad weather, and
generally running into harbour with a frequence
that was unnecessary. The result was that the
cutter, having left her station unguarded, the

INTRODUCTION

smugglers were able to land their kegs with
impunity.

But we need not delay our story longer, and
may proceed now to consider the subject in
greater detail.

CHAPTER II

THE EARLIEST SMUGGLERS

It is no part of our intention to trace the history

of the levying of customs through different reigns

and in different ages, but it is important to note

briefly that the evading of these dues which we

designate smugghng, is one of the oldest offences

on record.

The most ancient dues paid to the English

sovereigns would seem to have been those which

were levied on the exportation and importation of

merchandise across the sea ; and it is essential to

emphasise at the outset that though nowadays

when we speak of smuggling we are accustomed to

think only of those acts concerned with imports,

yet the word applies equally to the unlawful

manner of exporting commodities. Before it is

possible for any crime to be committed there must

needs be at hand the opportunity to carry out this

intention ; and throughout the history of our nation

— at any rate from the thirteenth century — that

portion of England, the counties of Kent and

Sussex, which is adjacent to the Continent, has

always been at once the most tempted and the

THE EARLIEST SMUGGLERS

most inclined towards this offence. Notwithstand-
ing that there are many other localities which were
rendered notorious by generations of smugglers,
yet these two between them have been responsible
for more incidents of this nature than all the rest
put together.

What I am anxious at first to emphasise is the
fact that, although smuggling rose to unheard-
of importance as a national danger during the
eighteenth and nineteenth centuries (and this is
the period to which we shall especially address our-
selves presently as affording the fullest and the
most interesting information on an ingenious phase
of human energy), yet it was not a practice which
suddenly rose into prominence during that period.
Human nature is much the same under various
kings and later centuries. Under similar circum-
stances men and women perform similar actions.
Confronted with the temptation to cheat the
Crown of its dues, you will find persons in the time
of George V. repeating the very crimes of Edward
I. The difference is not so much in degree of guilt
as in the nature of the articles and the manner in
which they have been smuggled. To-day it may
be cigars — centuries ago it was wool. Although
the golden age (if we may use the term) of smug-
gling has long since passed, I am by no means un-
convinced that if the occasions of temptation
recurred to carry on this trade as it was pursued

during the eighteenth and the first half of the
15

KING'S CUTTERS AND SMUGGLERS

nineteenth centuries, there would not be found many
who would be ready to apply themselves to such a
task. To some extent the modern improvements
in living, in education, and increased respect for
lofty ideals would modify this tendency ; and long
years have awakened so keen a regard for the
benefits of law and order that the nefarious practice
might not break out immediately on a large scale.
But when we speak of smuggling it is perhaps
more correct to speak of it as a disease which has
not been exterminated from the system, but is, as
it were, a microbe that is kept well under control
and not allowed to spread.

Everyone who is familiar with English history
is aware of the important position which was occu-
pied by the wool trade. Because of the immense
value to the nation of the fleece it was necessary
that this commodity should be kept in the country
and not sent abroad. If in the present day most
of our iron and coal were to be despatched abroad
regardless of what was required by our manu-
facturers it would not be long before the country
would begin to suffer serious loss. So, in the
thirteenth century, it was with the wool. As a
check to this a tax was levied on that wool which
was exported out of the country, and during the
reign of Edward III. attempts were made by the
threat of heavy penalties to prevent the Continent
from becoming the receptacle of our chief product.
But the temptation was too great, the rewards

THE EARLIEST SMUGGLERS

were too alluring for the practice to be stopped.
The fleece was carried across from England, made
into cloth, and in this state sent back to us. Even
in those days the town of Middleburgh, which we
shall see later to have been the source of much of
the goods smuggled into our country in the grand
period, was in the fourteenth century the head-
quarters abroad of this clandestine trade. We
need not weary the reader with the details of
the means which were periodically taken to stop
this trade by the English kings. It is enough to
state that practically all the ports of Sussex and
Kent were busily engaged in the illegal business.
Neither the penalties of death, nor the fixing of the
price of wool, nor the regulating of the rate of
duty availed in the long-run. Licences to ex-
port this article were continually evaded, creeks
and quiet bays were the scenes where the fleece
was shipped for France and the Low Countries.
Sometimes the price of wool fell, sometimes it rose ;
sometimes the Crown received a greater amount of
duty, at other times the royal purse suffered very
severely. In the time of Elizabeth the encourage-
ment of foreign weavers to make their homes in
England was likely to do much to keep the wool
in the country, especially as there began to be in-
creased wealth in our land, and families began to
spend more money on personal comforts.

Even in the time of Charles I. proclamations
were issued against exporting wool, yet the

17 B

KING'S CUTTERS AND SMUGGLERS

mischief still went on. In tlie time of Charles II.
men readily "risked their necks for 12d. a day." ^
The greatest part of the wool was sent from
Romney JNIarsh, where, after nightfall, it was put
on board French shallops with ten or twenty men
to guard it, all well armed. And other parts of
Sussex as well as Kent and even Essex were also
engaged in similar exportations.

But it is from the time of King Charles II. that
the first serious steps were taken to cope with the
smuggling evil, and from here we really take our
starting-point in our present inquiry. Prior to
his time the Customs, as a subsidy of the king,
were prone to much variability. In the time of
James I., for instance, they had been granted to
the sovereign for life, and he claimed to alter the
rates as he chose when pressed for money. When
Charles I. came to the throne the Commons, in-
stead of voting them for the extent of the sove-
reign's life, granted them for one year only. At
a later date in the reign of that unhappy king
the grant was made only for a couple of months.
These dues were known as tonnage and poundage,
the former being a duty of Is. 6d. to 3s. levied
on every ton of wine and liquor exported and
imported. Poundage was a similar tax of 6d. to
Is. on every pound of dry goods.

^ "Smuggling in Sussex," by William Durrant Cooper, F.S.A.,
in vol. X. of the Sunsea; Archceological Collection, to which I am
indebted.

THE EARLIEST SMUGGLERS

It was not till after the Restoration that the
customs were settled and more firmly established,
a subsidy being "granted to the king of tonnage
and poundage and other sums of money pay-
able upon merchandise exported and imported,"
Nominally the customs were employed for de-
fraying the cost of "guarding and defending the
seas against all persons intending the disturbance
of his subjects in the intercourse of trade, and
the invading of this realm." And so, also, there
was inaugurated a more systematic and efficient
method of preventing this export smuggling. So
far as one can find any records from the existing
manuscripts of this early Preventive system, the
chronological order would seem to be as follows :
The first mention of any kind of marine service
that I can trace is found in a manuscript of 1674,
which shows the establishment of the Custom
House organisation in that year for England and
Wales. From this it is clear that there had been
made a beginning of that system which was later
to develop into that of the Revenue cutters.
And when we recollect how extremely interested
was Charles II. in everything pertaining to the
sea and to sloop-rigged craft especially, it seems
very natural to believe that this monarch inspired,
or at any rate very considerably encouraged, the
formation of a small fleet of Custom House sail-
ing craft. Elsewhere I have discussed this matter
at length, therefore it may suffice if attention is

KING'S CUTTERS AND SMUGGLERS

called to the fact that to Charles was due the
first yacht into England, presented to him by the
Dutch ; while from his encouragement were born
the sport of yachting and the building of English
yachts. He was very much concerned in the rig
of sloops, and loved to sail in such craft, and his
yacht was also most probably the first vessel of
that rig which had ever been employed by Eng-
lish sailors. Further still, he was something of
a naval architect, the founder of the Greenwich
Royal Observatory and the Nautical Almanac, and
under his rule a fresh impulse was given to navi-
gation and shipbuilding generally.

At any rate by the year 1674 there M'^ere
among the smaller sailing craft of England a
number of sloops and smacks employed doubtless
for fishing and coasting work. As a kind of marine
police, the Custom House authorities determined
to hire some of these to keep a watch on the
" owlers," as the wool-smugglers were termed, so
called, no doubt, because they had to pursue their
calling always by night. Whatever efforts had
been adopted prior to his reign probably had
consisted for the most part, if not entirely, of a
land police. But under this second Charles the
very sensible and obvious idea of utilising a number
of sailing craft was started. In the above MS.
volume the first reference is to " Peter Knight,
Master of ye smack for ye wages of him self and

five men and boy, and to bear all charges except

THE EARLIEST SMUGGLERS

wear and tear . . . £59." "For extraordinary

wear and tear," he was to be paid £59. His vessel

was the Margate smack. In the same volume

there is also a reference to the " Graves End

smack," and to " Thomas Symonds for wages and

dyett [diet] for himself, master and six men . . .

£56, 5s. Od." And for the "wear and tear to be

disposed as ye Commrs. direct . . . £14, 15s. Od."

There was yet a third vessel stationed a few miles

away, the " Quinborrough smack," and a reference

to " Nicholas Badcock for hire of ye smack, two

men, and to bear all charges . . . £23," These

vessels were not known as Revenue cutters at this

time, but as Custom House smacks. They were

hired by the Commissioners of the Customs from

private individuals to prevent the owlers from

smuggling the wool from Kent, Essex, and Sussex.

But it would seem that these smacks, even if they

modified a little the activities of the owlers, did

not succeed in bringing about many convictions.

Romney Marsh still sent its contribution across

to France and Holland, much as it had done for

generations.

But in 1698 the attack on the men of Kent

and Sussex was strengthened by legislation, for

by 7 & 8 William III. cap. 28, it was enacted

that " for the better preventing the exportation of

wool and correspondence with France . . . the

Lord High Admiral of England, or Commissioners

for executing the office of Lord High Admiral for

KING'S CUTTERS AND SMUGGLERS

the time being, shall from time to time direct and
appoint one sliip of the Fifth Rate, and two ships
of the Sixth Rate, and four armed sloops constantly
to cruise off the North Foreland to the Isle of
Wight, with orders for taking and seizing all
ships, vessels, or boats which shall export any wool
or carry or bring any prohibited goods or any
suspected persons." It was due to William III.'s
Government also that no person living within
fifteen miles of the sea in those counties should
buy any wool before he entered into a bond, with
sureties, that all the wool he might buy should
be sold by him to no persons within fifteen
miles of the sea, and all growers of wool within
ten miles of the sea in those counties were obliged
within three days of shearing to account for
the number of fleeces, and where they were
lodged.

Instructions were duly issued to captains of
sloops, and a scheme drafted for surrounding the
whole of the coast with sloops, the crews consist-
ing of master, mate, and mariners. But from an
entry in the Excise and Treasury Reports of 1685,
it is clear that a careful regard even at that date
was being had for the import smuggling as well.
The reference belongs to September 24, and shows
that a "boarding" boat was desired for going
alongside vessels in the Downs, and preventing
the running in of brandies along the coast in that
vicinity. The charge for building such a boat is

THE EARLIEST SMUGGLERS

to be £25. In another MS. touching the Customs,
there is under date of June 1695 an interesting
reference to " a Deale yoghall to be built," and
that " such a boat will be here of very good use."
She is to be " fitt to go into ye roads for boarding
men or other ocations when ye sloops may be at
sea. "

So much, then, for the present as to the guard-
ing by sea against the smugglers. Let us now
turn to look into the means adopted by land.
The wool-owners of Romney Marsh were still
hard at their game, and the horses still came down
to the beach ladened with the packs ready to be
shipped. If any one were sent with warrants to
arrest the delinquents, they were attacked, beaten,
and forced to flee, followed by armed gangs on
horseback. But it was evident that the Crown
was determined not to let the matter rest, for a
number of surveyors were appointed for nineteen
counties and 299 riding officers as well, though
they made few seizures, and obtained still fewer
condemnations, but at great expense to the State.
In 1703 it was believed that the owling trade,
especially in Romney Marsh, was broken if not
dead, although the smuggling by import was on
the increase, especially as regards silks, lace, and
such " fine " goods. At that time for the two
hundred miles of coast-line between the Isle of
Sheppey and Emsworth — practically the whole of

the Kentish and Sussex shore — fifty officers were

KING'S CUTTERS AND SMUGGLERS

being employed at a salary of £60 per annum,
with an allowance to each of another £30 annually
for a servant and horse to assist them during the
night. And there was authority also for the em-
ployment of dragoons to aid the riding officers,
especially in the neighbourliood of Romney Marsh ;
but there was a number of " weak and superannu-
ated " men among the latter, who did not make
for the efficiency of the service.

We need not say much more about the wool-
exportation. In spite of all the efforts of the
Custom House smacks and the assistance of his
INIajesty's ships of war, in spite, too, of further
legislation, it still continued. It went on merrily
at any rate till the end of the eighteenth century,
by which time the smuggling by imports had
long since eclipsed its importance. It was the
wars with France during the time of William
and Mary which increased and rendered more easy
the smuggling into England of silk and lace.
And by means of the craft which imported these
goods there used to be smuggled also a good
deal of Jacobite correspondence. As Kent and
Sussex had been famous for their export smug-
gling, so these counties were again to distinguish
themselves by illicit importation. From now on
till the middle of this eighteenth century this
newer form of smuggling rose gradually to won-
drous heights. And yet it was by no means

new. In the time of Edward III. steps had to

THE EARLIEST SMUGGLERS

be taken to prevent the importation of base coin
into the realm, and in succeeding reigns the king
had been cheated many a time of that which ought
to have come to him through the duties of goods
entering the country.

It was impossible instantly to put down a
practice which had been pursued by so many
families for so many hundreds of years. But the
existing force was not equal to coping w^ith the
increase. As a consequence the daring of the
smugglers knew no bounds — the more they suc-
ceeded the more they ventured. A small gang
of ten would blossom forth into several hundreds
of men, there would be no lack of arms nor clubs,
and adequate arrangements would be made for
cellar-storage of the goods when safely brought
into the country. Consequently violence became
more frequent than ever — bloodshed and all sorts
of crimes occurred.

In the year 1723 several commissions or de-
putations were issued by the Chancellor of the
Exchequer to captains of his Majesty's sloops
to make seizures, and the following year the
Treasury authorised the construction of seven
sloops for service off the coast of Scotland. The
smugglers had in fact become so desperate, the
English Channel was so thoroughly infested with
them, and the Revenue service was so incapable
of dealing with them in the manner that was

obviously essential for effectiveness, that the

KING'S CUTTERS AND SMUGGLERS

Admiralty ordered the captains and commanders of
His Majesty's ships to assist the Revenue officers
all they could in order to prevent the smuggling
trade, and to look out and seize all vessels em-
ployed in illegally exporting wool ; for the Ad-
miralty had been informed by the Commissioners
of Customs that the Revenue officers frequently
met with insults from French smuggling luggers
manned by armed crews, who carried on a brisk
smuggling trade by force and even dared the
Revenue men to come aboard them.

But as the Revenue service afloat was as-
sisted now by the Navy, so the Revenue land
guard was also aided by the Military. In 1713
arrangements had been made that dragoons should
co-operate with the riding officers in their opera-
tions against the owlers, and there are plenty of
skirmishes recorded showing that the dragoons
were actually so employed. Originally these
soldiers were employed under the direction of the
riding officers, but, as can well be expected, there
was a good deal of jealousy and friction caused
through the sharing of the soldiers in the rewards
for seizures, and after the year 1822 this military
assistance was not utilised to any great extent,
although legally Army officers can still be called
upon to render assistance against smuggling. And,
in passing, one might mention that this co-opera-
tion afloat between the Customs men and the

Navy was equally noticeable for a certain amount

THE EARLIEST SMUGGLERS

of ill-feeling, as we shall mention on a later
page.

Before the first quarter of the eighteenth cen-
tury was completed, smuggling between England
and the Continent was proceeding at a brisk pace,
and by the middle of that century it had well-
nigh reached its climax for fearlessness. We have
already alluded to the establishment of hired
smacks and sloops inaugurated towards the end
of the seventeenth century. The sloop rig, as
I have shown in another volume,^ had probably
been introduced into England from Holland soon
after the accession of Charles II., but from that
date its merits of handiness were so fully recognised
that for yachts, for fishing craft, for the carrying
of passengers and cargo up and down the Thames
and along the coast as well as across to Ireland
and the Continent, the rig was adopted very
readily in place of the lug-sails. The smack was
also a sloop-rigged vessel. We need not enter
here into a discussion as to the comparative merits
of sloops and cutters and smacks. It is enough
if we state that when it was realised that a
vessel of say 100 tons, sloop-rigged, with her one
mast, mainsail, and two headsails and square top-
sail (set forward of the mast on a yard) could
be handled with fewer men and therefore less
expense than a lugger of similar size ; was also

* Fore and Aft : The Story of the Fore - and - Aft Rig. London,
1911.

KING'S CUTTERS AND SMUGGLERS

more suitable for manoeuvring in narrow channels,
and for entering and leaving small harbours, the
fishermen, coasters, and so on took to this im-
provement. Thus most naturally the larger smug-
gling craft were till well on into the nineteenth
century sloops or cutters, and equally natural
was it that the Revenue availed themselves of
this rig first by hiring smacks, and, later, by build-
ing for themselves. These sloops, whether hired
or owned, were given each a particular station to
guard, and that plan was followed by the Revenue
cruisers for many years to follow. Among the
Exeter documents of the Customs Department
is included an interesting document dated July
10, 1703, wherein the Board of Customs informs
the collector at the port of Dartmouth of the list
of vessels appointed by the Commissioners to
cruise against owlers, the district comprised ex-
tending from Pembroke in the west to the
Downs in the east. The following is the list
of these vessels with their respective cruising
territories : —

NAME OF CRUISER

LIMITS OF HER SPHERE

Rye . .

Pembroke to Lundy Island

Discovery

Milford to Swansea

Dolphin

Milford to Exmouth

Hastings

}) }} t)

Woolwich

Downs to Falmouth

Swan

5> >> >>

Fly . .

Off Folkestone

Dispatch

J J >}

THE EARLIEST SMUGGLERS

This fairly well covered the region to which
goods were likely to be run from the Continent as
well as that from which the owlers were wont to
export their wool. From an entry among the
documents preserved in the Custom House at
Newcastle, dated September 1729, we can see that
also the north-east coast was guarded thus : —

NAME OF CRUISER LIMITS OF HER SPHERE

Cruiser . . Flamborough Head to Newcastle

Deal Castle . . Newcastle to Leith

Spy . . Firth of Forth to Newcastle

And about the last-mentioned date the Deal Castle
had succeeded in capturing four French smug-
gling craft and brought them into Shields.

To the other side of England the Isle of Man,
which was a veritable contraband depot, used to
send quantities of dutiable goods, Liverpool being
the favourite destination, and it was a more diffi-
cult matter here to deal with than in many other
ports. On October 9, 1713, the Collector at Liver-
pool writes to the Board of Customs that he thinks
a sloop would be of little service for that port.
Some time ago they had one, which was not a
success " by reason of ye dangerousness and diffi-
culty of the harbour and ye many shoales of sand,
which often shift in bad weather." The Manx-
men were a thoroughly lawless, desperate species
of smugglers, who stopped at nothing, and were
especially irate towards all Revenue and public

KING'S CUTTERS AND SMUGGLERS

officials, recognising no authority other than might
and a certain respect for the Duke of Atholl, the
owner of the Isle of JNIan.

Among the letters to Southampton there is
a record dated June 14, 1729, which shows
that a number of his Majesty's sloops were ap-
pointed by the Admiralty to cruise off the coasts
of the kingdom to prevent the exporting of
wool and the running of goods by the import-
smugglers. For instance, the Admiralty sloop
Swift was appointed to cruise between Portland,
Poole, and Jack-in-the- Basket off the entrance to
Lymington Harbour, Hants, her commander being
a Captain Cockayne. Similarly the sloop Success
(Captain Thomas Smith, commander) was to cruise
between Portland and Spithead, and the Rye
(Captain John Edw^ards) between the Isle of
Wight and Beachy Head to the eastward. It
w^as part of the duty of the Revenue officers at
Southampton to see that these three ships con-
stantly cruised on their station, and if their com-
manders were found negligent of this duty the
matter was to be reported to the Board of
Customs. The Revenue craft were apparently
not above suspicion, for in November of 1729 the
Southampton officers of the Customs reported to
headquarters that this very sloop, the Swift, every
time she went across to Guernsey in connection
with her duties of prevention, used to bring back

quantities of wine, brandy, and other dutiable

THE EARLIEST SMUGGLERS

goods under the pretence that they were the ship's
stores. The intention, however, was nothing less
than that which dominated the actions of the
smugglers themselves — the very class against
which the Sivift was employed — for Captain
Cockayne's men used to find it no very difficult
matter to run these goods ashore clandestinely
under the very eyes of the unsuspecting Customs
officers. The Commissioners of the Customs
therefore sent down strict instructions that the
Swift was to be rummaged every time she arrived
at Southampton from Guernsey. We shall have
reason presently to refer more especially to the
Channel Isles again, but it may suffice for the
present to state that they were in the south the
counterpart of the Isle of Man in the north as
being a depot whence the import smugglers fetched
their goods across to England.

Additional to the Naval sloops just mentioned,
there were two other cutters belonging to the
Southampton station under the Revenue and not,
of course. Admiralty-owned craft. These vessels
were respectively the Calshot and the Hurst, and it
is worth noting that at the time we are thinking
of (1729) these vessels are referred to generally as
" yatchs " or " yachts." It was not quite seventy
years since the first yacht — that presented to
Charles II., named the Mary — had arrived in
England, and it was only in 1720 that the first
yacht club had been established, not in England,

KING'S CUTTERS AND SMUGGLERS

but in Cork. If we may judge from contem-
porary paintings of yachts we can visualise the
Hurst and Cakliot as being very tubby, bluff-
bowed craft with ample beam. But what would
especially strike us in these modern days would
be the exceptionally long bowsprit, the forward
end of which was raised considerably above the
water than its after end, both jib and foresail each
working on a stay.

The commander of the Calshot yacht was a
Captain JNIears, and there is an entry in the South-
ampton documents to the effect that he was paid
the sum of £2, 12s. 6d. for piloting his vessel from
Southampton to Guernsey and back in connection
with the Preventive duties. This trip took him
five days, his pay being half a guinea a day. It is
clear from a record of the following year that Mears
was employed by special arrangement, for on July
18, 1730, the Board of Customs decided that it
was necessary that Captain John Mears, com-
mander of the Calshot yacht at Southampton,
should now be placed on the same footing as the
other commanders of the Revenue sloops and
smacks in regard to the matter of wear and tear.
Henceforth the sum of 30s. per ton was to be
allowed him instead of £47 per annum. Both
yacht and her boats were to be kept in good repair,
but the commander was first to give security to
have the vessel and her boats generally in good order

and reasonable repair, loss by violence of the sea

THE EARLIEST SMUGGLERS

or other unavoidable accidents excepted. The
commander was also to find the sloop and her
boats with all manner of necessaries and materials,
so that the Crown was to be at no charge on that
account in the future ; and every quarter the
Comptroller and Collector of the port were to
certify to the Board as to whether the yacht and
boats were in good repair.

It would appear that these two vessels were
not actually owned by the Customs but hired
from Captain Mears ; and less than a month before
the above order the Surveyor-General of the
Customs for Hampshire represented to the Board
that it would be necessary to allow the commander
of the Hurst half-a-dozen muskets, two pairs of
pistols, half-a-dozen sw^ords or cutlasses, and these
were accordingly ordered to be sent, together with
two swivel guns, from Weymouth to Captain
Mears " by the first coast vessel bound to " South-
ampton. There was certainly need for a strict
vigilance to be kept in that neighbourhood, for
there was a good deal of smuggling then being
carried on along the Hampshire shore in the
vicinity of Hurst Castle and Beaulieu.

In another chapter we shall go into the import-
ant matter touching the flags that were worn by
the vessels employed in looking after smuggling,
but, in passing, we may call attention to a letter
which the Board sent to Southampton at this time
referring to the proclamation of December 18,

33 c

KING'S CUTTERS AND SMUGGLERS

1702, by whicli no ships whatsoever were allowed
to wear a pendant excepting those engaged in the
service of the Royal Navy, but that the sloops
employed in the several public offices (as, for
instance, the Customs and the Excise) should wear
Jacks, whereon was to be described the seal used
in the respective offices. And Captain John
Mears, senior, of the Cakhot, and Captain John
Mears, junior, of the Hurst, were to be informed
that they must deliver up their pendants to the
Customs' office at Southampton and for the future
forbear wearing a pendant. Instead thereof they
are to wear a Jack and ensign with the seal of
office therein, " but the mark in the ensign is to be
twice as large as that in the Jack ; and if the
captain should hereafter find that the not wearing
a pendant will be any obstruction or hindrance to
the service," the Board of Customs is to be in-
formed.^

We have now seen something of the sloops
and cutters on the south, the west, and the north-
east coasts. Let us take a glance at the district
to the southward of Flamborough during this
same period. From the Hull letter book we find
that in September of 1733 the Admiralty ap-
pointed Captain Burrish of the Blandfoi^d and Sir
Roger Butler of the Bonetta to cruise between

1 "Southampton Letters," November 6, 1730. But in 1719, the
Customs Commissioners had, inter alia, agreed to provide Captain
Mears with "a suit of colours" for the Calshot. Tliis provision was,
therefora, now cancelled in the year 1730.

THE EARLIEST SMUGGLERS

Flamboroiigh and Newcastle; but Captain Gates
of the Fly and Captain Rycant of the Tryal were
to cruise between Flamborough and Yarmouth.
There is also a reference to the Revenue sloop
Humber employed in this neighbourhood on Pre-
ventive work. She was a somewhat expensive
craft to keep up, as she was frequently needing
repairs and renewals. First, she was to have a new
cable which was to cost £20, 14s. 3|d. ; and it is a
striking reminder of those days of hemp and sail
that this bill was paid to the " ropemakers." A
few months later she had to undergo repairs which
amounted to £31, 10s. 6|d., and less than six months
afterwards she had to be given a new anchor
which cost £18, 8s. 9d. Three years later she was
given a new suit of sails which came to £25, 17s. Id.
but her old suit was sold for the sum of eight
guineas. And finally, in 1744, as she had begun
to cost so much for repairing, the Board deter-
mined to sell her.

Notwithstanding that the south coast, by reason
of its proximity to the Continent and the Channel
Isles, was a convenient and popular objective for
the smugglers running their goods from France
and Holland, yet the Yorkshire coast was by no
means neglected. From Dunkirk and Flushing
especially goods poured into the county. There
was a small sloop, for instance, belonging to Brid-
lington, which was accustomed to sail across the

North Sea to one of the ports in Zealand, where

KING'S CUTTERS AND SMUGGLERS

a cargo was taken aboard consisting of the usual
dutiable articles such as tea, tobacco, and gin.
The return voyage was then made and the goods
landed clandestinely at some convenient spot be-
tween the Spiu*n I^ighthouse and Bridlington.

Similarly, fartlier south than the Humber
smuggling by illegal importation went on exten-
sively in the early eighteenth century. Sometimes
a Dutch vessel would arrive in Grimsby Roads and
succeed in quietly running her goods to the shore.
In the autumn of 1734 the master of the Dutch
schuyt The Good Luck of Camphire, alias The
Brotherly Love, had succeeded in running as many
as 166 half-ankers^ of brandy and 50 lbs. of tea
on the coast near Great Yarmouth, the skipper's
name being Francis Coffee. He was a notorious
smuggler. But on this occasion both he and his
vessel were captured.

Still, matters were not always satisfactory on
board the Revenue sloops and smacks, for when-
ever, at this time, there was an encounter with
the smugglers afloat the latter were so violent
and desperate that the captors went about their
work with their lives in their hands. Further-
more, it was not altogether a pleasing business
to have to fire at fellow-countrymen, many of
whom they had known from boyhood. Then,
again, there was not the space on these sloops
and cutters, nor the amount of deck room to be

' A half-anker held 8j gallons.

THE EARLIEST SMUGGLERS

found on the men-of-war ; and to be cooped up
in these comparatively small vessels always on
the qui vive, usually near the shore but able to
have shore-leave all too rarely, was calculated to
make for restlessness. Added to which a very
considerable portion of the crews of these Revenue
craft was composed of men who had spent years
of their lives as smugglers themselves. Conse-
quently it was not altogether surprising that
mutinies and refusals to obey their commander's
orders were of frequent occurrence. After a time
it was decided that those members of the crew
whicli had to be dismissed for such offences were
to be handed over to the commander of the next
man-of-war that should come along, and be pressed
into the service of the Navy, though, it may be
added, this was not always a welcome gift to
the Naval commander compelled to receive a
handful of recalcitrant men aboard his ship. Then,
again, when at last a handful of smugglers had
been captured it was the duty of the Revenue
officers to prosecute them before the magistrate
at their own expense. This was regarded as an
unfair hardship, and in ] 736 the system was modi-
fied by the Treasury allowing an officer a third
of whatever amount was recovered, the prosecution
to be carried on at the King's expense. At the
same time it was undeniable that some com-
manders of these sloops and cutters were not

quite as active as they might be on their station.

KING'S CUTTERS AND SMUGGLERS

There was too ready an excuse to run in from
tlie sea and too great an inclination to spend valu-
able time in port. They were accordingly now
enjoined not to presume to lay up for the purpose
of giving the sliip's bottom a scrub, or for a refit,
without previously giving the Collector and Comp-
troller of the port ten days' notice. This was not
to occur unless the cruiser really needed such at-
tention ; but if it was essential then to prevent
the station remaining unguarded some other
smack or vessel was to be sent out to take her
place for the time being. For the smugglers were
kept so well informed of the movements of the
Revenue ships that a contraband cargo of goods
would soon be found approaching the shore during
the night when the watch had been relaxed.

But from an early date — at any rate as far
back as 1694 — the East India ships were notorious
also for smuggling into the country a considerable
amount of goods that ought to have paid duty.
We shall bring forward instances presently of East
Indiamen, homeward bound, being boarded as
they come up Channel, or while waiting in the
Downs and putting some of their cargo on board
smuggling cutters and Deal boats, which was sub-
sequently quietly and secretly brought into the
country. Silks were especially popular among the
smugglers in this connection. In those days, too,
the more wealthy passengers coming home by

these East Indiamen used to leave the ship at

THE EARLIEST SMUGGLERS

Spithead, where they came in for that purpose.
These passengers would then be put ashore at
Portsmouth, and, proceeding by coach to London,
thus shortened their sea journey. But notwith-
standing their ample means, many of these travellers
were constantly found endeavouring to land duti-
able articles. In short, rich and poor, high and
low, there was no class that did not endeavour to
engage in smuggling either directly or indirectly.
Even if the party never ventured on the sea, he
might be a very active aider and abettor in meet-
ing the boat as it brought the casks ashore, or
keeping a look out for the Preventive men, giving
the latter false information, thus throwing them
on the wrong scent. Or again, even if he did not
act the part of signaller by showing warning lights
from the cliff, he could loan his cellars, his horses,
or his financial support. In fact there were many
apparently respectable citizens who, by keeping in
the background, were never suspected of having
any interest in these nefarious practices, whereas
they were in fact the instigators and the capitalists
of many a successful run. And as such they were
without doubt morally responsible for the deaths
by murder which occurred in those incidents,
when violence ^was used after the Revenue men
had come on to the scene.

But as to morality, was there ever a period
when the national character was so slack and
corrupt as in the eighteenth century ?

CHAPTER III

THE GROWTH OF SMUGGLING

About the middle of the eighteenth century the
smugghng of tea into the country had reached
such extensive limits that the revenue which
ought to have been expected from this source was
sinking instead of rising. In fact it came to this,
that of all the tea that was consumed in this
country not one half had paid duty and the rest
was smuggled. The bands of smugglers were well
financed, were themselves hardy sailors and skilful
pilots. They had some of the best designed and
best built cutters and luggers of that time. They
were able to purchase from an almost inexhaust-
ible market, and to make a quick passage to the
English shores. Arrived there they could rely on
both moral and physical support ; for their friends
were well mounted, well armed, and exceedingly
numerous, so that ordinarily the cargo could be
rapidly unshipped, and either hidden or run into
the country with despatch. Not once, but times
without number the smuggling cutters had evaded
the Revenue cruisers at sea, showing them a clean
pair of heels. With equal frequency had the

Preventive men on land been outwitted, bribed,

THE GROWTH OF SMUGGLING

or overpowered. And inasmuch as the duties on
the smuggled articles were high, had they passed
through the Customs, so, when smuggled, they
could always fetch a big price, and the share for
the smugglers themselves was by no means in-
considerable. But it is always the case that, when
large profits are made by lawless, reckless people,
these proceeds are as quickly dissipated in extrava-
gance of living. It is sad to think that these sea-
faring men, who possessed so much grit and pluck,
had such only been applied in a right direction,
actually died paupers. As one reads through the
pitiful petitions, written on odd scraps of paper in
the most illiterate of hands begging for clemency
on behalf of a convicted smuggler, one can see all
too clearly that on the whole it was not the actual
workers but the middle-men who, as is usually
the case, made the profits. A life of such un-
certainty and excitement, an existence full of so
many hairbreadth escapes did not fit them for the
peaceful life either of the fisherman or the farmer.
With them money went as easily as it had come,
and taking into account the hardness of the life,
the risks that were undertaken, the possibility of
losing their lives, or of being transported after
conviction, it cannot be said that these men were
any too well paid. Carelessness of danger led to
recklessness ; recklessness led on to a life that was
dissolute and thriftless. And in spite of the fact

that these tear-stained appeals were usually signed

KING'S CUTTERS AND SMUGGLERS

by all the respectable inhabitants of the seaside
village — the rector, the local shipbuilder, Lloyds'
shipping agent, the chief landowners and so forth
— many a wife and family had to starve or become
chargeable to the L^nion, while the breadwinner
was spending his time in prison, serving as an
impressed sailor on board one of his Majesty's
ships against the enemy ; or, if he had been found
physically unfit for such service, condemned to
seven or more years of transportation.

But by the year 1745 smuggling had reached
such a pitch that something had to be done.
The country was in such a state of alarm and
the honest traders made such bitter complaints
of the disastrous effect which these illicit practices
were having on their prosperity that, on the 6th
of February in that year, a Parliamentary Com-
mittee was formed "to inquire into the causes
of the most infamous practice of smuggling and
consider the most effectual methods to prevent
the said practice." For it was clear that in spite
of all that had been done by the Customs and
Excise, by the Admiralty and the military, they
had not succeeded in obtaining the desired effect.

And during the course of this inquiry a great
deal of interesting evidence came out from expert
witnesses, some of whom had not long since been
the greatest smugglers in existence, but had come
forward and received the pardon of the State.
We may summarise the testimony obtained by

THE GROWTH OF SMUGGLING

this Committee as follows. The smugglers, after
sailing away from England, used to purchase the
tea abroad sometimes with money but at other
times with wool. That was a serious matter in
either alternative if, as was the case, the trans-
actions were carried on to any large extent ; for
the country simply could not afford to be denuded
either of its valuable wool — since that crippled
the wool manufactures— or of the coin of the
realm, which made for bankruptcy. But this
was not all. England was at war with her neigh-
bours, and the French only too gladly admitted
the smuggling vessels into her ports, since these
lawless and unpatriotic men were able to give
information of the state of affairs in England.
There was in the Isle of Man at this time no
levying of Customs or other duties, so that be-
tween that island and France there was kept up
a constant trade especially in teas, other East
India goods and brandies, which were afterwards
conveyed clandestinely to English ports, especi-
ally to Liverpool, as already we have noted, and
also to Glasgow, Dumfries, as well as to Ireland.
In the days when there were sloops at Liverpool
doing duty for the Crown they used to set forth
and do their best to stop this running, " but as
it is a very dangerous station, a seizure is scarce
heard of."

As illustrative of the achievements of smugglers
at that time let us mention that it was reported

KINCx'S CUTTERS AND SMUGGLERS

officially from Yarmouth that on July 11 fifty
smugglers had run a cargo of tea and brandy
at Benacre in Suffolk, and only a fortnight later
a band of sixty smugglers landed another contra-
band cargo at the same place, while a gang of
forty got another cargo safely ashore at Kesland
Haven, A week later a still larger band, this
time consisting of seventy, passed through Benacre
Street with a large quantity of goods, a cart and
four horses. The sn:iugglers at Kesland Haven
had been able to bring inland their cargo of tea
and brandy by means of fifty horses. In one
month alone — and this at the depth of the winter
when cross-channel passages could not be ex-
pected to be too safe for small sailing craft —
nine smuggling cutters had sailed from the port
of Rye to Guernsey ; and it was estimated that
during the last half of the year there had been
run on to the coast of Suffolk 1835 horse-loads
of tea as well as certain other goods, and 1689
horse-loads of wet and dry goods, to say nothing
of a large quantity of other articles that should
have paid duty. These were conveyed away up
country by means of waggons and other vehicles,
guarded by a formidable band of smugglers and
sympathisers well armed. Notwithstanding that
the Revenue officers were in some cases aware of
what was going on, yet they positively dared not
attempt any seizures. And in those instances

where they had undertaken the risk they had been

THE GROWTH OF SMUGGLING

frequently beaten and left cruelly wounded with
bleeding heads and broken limbs.

One reliable witness testified that whereas it
was computed that at this time about 4,000,000 lbs.
of tea M^ere consumed in this kingdom, yet only
about 800,000 lbs, of this had ever paid duty,
so that there was considerably over 3,000,000 lbs.
weight of tea smuggled in. Therefore on this
one item of tea alone the loss to the Crown
must have been something enormous. Multiply
this by the long years during which the smuggling
went on, add also the duties which ought to
have been paid on tobacco and spirits, even if
you omit to include the amount which should
have accrued from lace and other commodities,
and you may begin to realise the seriousness of
the smuggling evil as viewed by the Revenue
authorities.

It was noted that a great deal of this con-
traband stuff was fetched over from Flushing
and from Middleburgh, a few miles farther up
on the canal. The big merchant sailing ships
brought the tea from the East to Holland,
France, Sweden, and Denmark. But the Dutch,
the French, the Swedes, and the Danes were not
great tea drinkers, and certainly used it in nothing
like the quantities which were consumed in Eng-
land. But it was profitable to them to purchase
this East Indian product and to sell it again to

the smugglers who were wont to run across from

KING'S CUTTERS AND SMUGGLERS

England. It should be added, however, that the
species of tea in question were of the cheaper
qualities. It was also frankly admitted in evi-
dence that many of the civil magistrates, whose
duty it was to grant warrants for the arrest of
these delinquents, were intimidated by the smug-
glers, while the officers of the Customs and Excise
were terrorised.

At this period of the smuggling era, that is
to say prior to the middle of the eighteenth cen-
tury, most of the smuggled tea was brought over
to the south coast of England in Folkestone cutters
of a size ranging from fifty to forty tons burthen.
These vessels usually came within about three
or four miles of the shore, when they were
met by the smaller boats of the locality and the
goods unladened. Indeed the trade was so suc-
cessful that as many as twenty or thirty cargoes
were run in a week, and Flushing became so
important a base that not merely did the natives
subsidise or purchase Folkestone craft, but ship-
builders actually migrated from that English port
to Flushing and pursued their calling in Dutch
territory. As to the reward which the smugglers
themselves made out of the transaction, the rates
of payment varied at a later date, but about the
years 1728 and 1729 the tea-dealers paid the men
eight shillings a pound for the commodity. And
in spite of the seizures which were made by the
Revenue cutters and the land guard, yet these

THE GROWTH OF SMUGGLING

losses, admitted a witness, were a mere trifle to
the smugglers. In fact he affirmed that some-
times one tea-dealer never suffered a seizure in
six or seven years. We can therefore readily
believe that the financiers netted a very handsome
profit on the whole, and there are still standing
plenty of fine mansions in different parts of our
country which are generally supposed to have
been erected from the proceeds of this form of
activity.

There was a kind of local intelligence bureau
in most of the smuggling centres on the south
coast, and so loyal and so watchful were these
craftsmen that the inhabitants of the coast-line
managed to let their confreres know when the
Custom House sloops had sailed out of port or
when they hauled up for repairs and refit. As
a consequence the smuggling craft commonly
escaped capture. Animated by a natural hatred
of all Government officials in general, especially
of all those whose duty it was to collect taxes,
dues, and any kind of tolls ; disliking most of all
the men of the Customs and Excise, and, further,
being allied by sympathy and blood relationship to
many of the smugglers themselves, it was almost
impossible for the representatives of the Crown
to make any steady progress in their work. We
all know that when a number of even average law-
abiding people get together, that crowd somehow

tends towards becoming a mob. Each person,

KING'S CUTTERS AND SMUGGLERS

so to speak, forfeits his own individuality, that
becomes merged into the personality and character
of the mob, wliich all the time is being impelled
to break out into something unlawful of a minor
or greater degree. Whenever you have stood
among crowds you must have noted this for your-
self. It gets restive at the least opposition with
which it is confronted, it boos and jeers with the
smallest incitement ; and, finally, realising the full
strength of its unity, breaks out into some rash
violence and rushes madly on, heedless of the re-
sults. Many murders have been in this way
committed by men who ordinarily and in their
individual capacity would shrink from such crimes.
But having become merely one of the limbs, as
it were, of the crowd they have moved with the
latter and obeyed its impulses.

It was just the same when many of the dwellers
of the country-side, many of the fishermen,
labourers, and farm-hands found themselves as-
sembled on the report of a pistol shot or the cry
of angry voices coming up from the beach below.
Something was happening, some one was in trouble,
and the darkness of the night or the gloom of
the fog added a halo of mystery round the occa-
sion. Men and women came out from their cot-
tages, some one got hit, and then a general affray
began. Clubs and pistols and cutlasses were busy,
men were bellowing forth oaths, women shriek-
ing, and the galloping of horses heard rapidly

THE GROWTH OF SMUGGLING

approaching. Amid such excitements we can
readily understand that a good many acts of violence
and deep injury occurred which afterwards, when
the heat of the event had vaporised, were regretted.
At the same time, notwithstanding that one is
aware that the men were engaged in an unlawful
pursuit and that they themselves fully appreciated
their degree of guilt, yet we cannot but feel some
sort of sympathy with a crew who, after a long
and exciting passage through bad weather all the
way across the Channel, after perhaps a breathless
race against the Government cruisers, had finally
succeeded in landing their tubs on the shore only
to be pounced on immediately by the riding
officers and a posse of dragoons. It must have
been heart-breaking that all their carefully laid
plans, all their hardships and trials should end
in disaster. Realising this and that their craft
as well as their persons would be seized, it was
but natural that they would fight like the most
desperate of men. And, at the same time, those
their relatives on shore who largely depended on
them for their bread and butter would rush to
their aid with a spirit and an impetuosity that
could only end in one way. The pity of it all
was that so much fine daring and enthusiasm were
not being employed for a better cause and for
more worthy results.

But the smugglers found that, contrary to what
one would expect, their greatest risk was not

49 D

KING'S CUTTERS AND SMUGGLERS

when landing the goods, but when bringing them
across from the Continent. A seizure on land
was, at any rate during the first half of the
eighteenth century, comparatively rare if they
had been able to get away from the sloops and
cutters. For the bodyguard of armed men on
horseback who promptly met and escorted the
contraband into the country frequently did as
they had planned. And when once the tea has
arrived inland it was easily sold to people who
bought it not in small quantities but took as
much as 1000 lbs. at a time. In addition, there
were a number of men called " duffers," who used
to walk inland wearing coats in which a hundred-
weight of tea was concealed between two layers
of cloth stitched together. They were accordingly
said to " quilt " so much of this commodity.
These duffers, having set forth on their walk,
would eventually arrive in London and dispose
of the tea to hawkers who, in turn, carried it
about the town and sold it to the consumers, who,
even if they had possessed any scruples, could not
possibly know that the leaves had been smuggled
in without paying the Crown's levy.

But it was not merely by exercising the strict-
est vigilance on the activities of the Government
sloops and land officers, nor entirely by resort to
trickery and violence, to threats and intimidation
that the smugglers managed to keep out of the

hands of justice. They even advanced one step

THE GROWTH OF SMUGGLING

further still, for there was a man named Norton
whom they employed as their agent to defend
them against prosecutions. This Norton at one
time had actually been in the employ of the
Crown as clerk of the late Solicitor to the Customs.
And it was generally believed that Norton by
some means — most probably by offering tempting
bribes — obtained news from the clerks of the
Customs' solicitor when a smuggler was likely
to be arrested and a warrant was about to be
issued. Norton was then supposed to give the
smuggler an immediate warning and the man was
able to make himself scarce. It was quite an
easy operation, for in those days when there was
no telegraph and no steamboat service across the
Channel, all the " wanted " man had to do was
instantly to board his cutter, set sail, and hurry
across to France or Holland, where he was sure of
a welcome, where also he could employ himself in
arranging for cargoes to be run into England
perhaps in the very vessel which had brought him
across. There were plenty of his compatriots
resident in Flushing, so he need not feel home-
sick, and when at last the incident had blown over
he could find his way back to Kent or Sussex.

It was reckoned that about this time there
were at least 20,000 people in England employed
in smuggling, and in some parts (as, for instance,
the village of Hawkhurst, about which we shall

have more to say presently) gangs of large

KING'S CUTTERS AND SMUGGLERS

numbers could be got together in a very short
time. In Hawkhurst alone 500 smugglers could
be collected within an hour. Folkestone, how-
ever, ran Hawkhurst fairly close with a similar
notoriety. Such gangs, well armed as they were,
Avent about with impunity, for notwithstanding
that they were well known, yet no one dared to
molest them.

AVe mentioned just now that the danger to
the State of this import smuggling was not merely
that goods w^ere brought into the country without
payment being made to the Customs, but that
inasmuch as the contraband goods were purchased
abroad partly by wool and partly by actual coin
England was being robbed both ways. And as the
wool exportation declined and the import smug-
gling rose, so the amount of gold that passed
out of the country seriously increased. At least
£1,000,000 sterling were carried out of the king-
dom each year to purchase these goods, and of
this amount somew^here about £800,000 were paid
for tea alone. At a later date the price of tea
often went up, but the dealer still made a profit of
40s. on every 100 lbs. We alluded just now also
to the dangers of seizure, and it is worth remark-
ing that these were recognised by the smugglers
as being greater in one district than in another.
For instance, it was much more difficult to run
goods into the counties of Kent and Sussex than

into Suffolk, owing to the fleet at sea and the

THE GROWTH OF SMUGGLING

troops on the coast. And as to the amount of
support which could be relied on it was an ad-
mitted fact that there was not one person in ten
in the country but would give the smugglers
assistance, and even lend them horses and carts.
For the use of these the smugglers made payment
at an increased rate .

There was one witness before this Commission
who stated that he knew of about sixty English
cutters of from thirty to forty tons burthen each,
and five or six vessels of the same burthen belong-
ing to merchants at Flushing which were employed
constantly in running goods across to England,
and several of those who gave evidence confessed
that they had for years been actively engaged in
smuggling, but had taken advantage of the late
Act of Indemnity. One reason alleged for smug-
gling tea was that the East India Company did not
sufficiently supply the dealers with the low-priced
kinds, whereas the Dutch did. And it was further
contended that if the price of tea were lessened
sixpence per lb. it would put a stop to smuggling
of the commodity, for at this date, although other
articles such as spirits and tobacco were brought
in, yet there was far more tea run than anything
else. But at the same time the smugglers rather
liked to include a quantity of brandy casks among
their cargo for the reason that they were heavy
and made very good ballast. And as to the ships

themselves, it was agreed that those of the

KING'S CUTTERS AND SMUGGLERS

smugglers were the best sailing fore-and-afters
that were built in those days, and could easily out-
sail both the King's ships and the Custom House
sloops. P^inally, it was shown that in spite of the
large and tempting rewards that were offered by
advertisement for the apprehension of those persons
who had been concerned in smuggling, no one had
come forward to give information for the reason
that, even if he would, he dared not. And so
fascinating was the call of smuggling, that although
there were those who had willingly embraced the
pardon granted them by the recent Act, forsaken
this illegal trade and settled down on farms or
devoted themselves to other occupations which
were within the law, yet there were many others
who had returned to their former practices.

After accumulating this evidence, the Com-
mittee issued their first report on March 24, 1745,
and expressed themselves of the opinion that the
high duties charged on tea and other commodities
had certainly been one cause of smuggling. But
they also added that the exposing for sale of those
boats and vessels which had been seized from the
smugglers was certainly another potent reason, for
these craft were frequently bought back by the
men ; they therefore recommended that all captured
craft should be burned. Furthermore, the Com-
mission condemned the custom of allowing penal-
ties to be compounded so easily. As an instance

of this last-mentioned custom we might call

THE GROWTH OF SMUGGLING

attention to three smugglers belonging to the
county of Hampshire. There is a reference to
them in the Southampton Letters under date of
April 28, 1730, from which it appears that Matthew
Barton, John Gibort, and William Moadon of
Fordingbridge were under prosecution for running
goods ashore. They subsequently offered to com-
pound for the said offence on the following terms :
Barton to pay the sum of £35, Gibort to pay £25,
and Moadon £15. But before allowing the matter
to be settled straight away the Collector and
Comptroller at Southampton were ordered to look
carefully into the affair and to inquire what these
men were generally esteemed to be worth.

CHAPTER IV

THE SMUGGLERS' METHODS

It was not till June of 1746 that the Committee
issued their second report, and the evidence there-
in contained is even more interesting to us than
any which had hitherto been given. After the
Solicitor to the Commissioners had shown how
biassed juries frequently were towards prisoners
brought up on charges connected with smuggling,
how they declined to bring in a verdict against
them even in spite of the clearest of evidence,
another official (the Surveyor of the Searchers in
the Port of London) stated that when he had
received information that there had been a run
of goods in a certain locality and had even re-
ceived information as to the road along which they
would be brought, he had been compelled to
travel by night and carefully to avoid all the
beaten paths. Indeed, if people whom they
might meet on the road noticed a Custom House
officer and any soldiers together, their design
would immediately be suspected and warning
would promptly be sent to the smugglers, who
would hide their goods. He added, also, that he
remembered on one occasion that a couple of

THE SMUGGLERS' METHODS

vessels landed in the Isle of Thanet as much tea
as could be loaded on the backs of two hundred
horses.

But it was when the ex-smugglers came to
give their evidence that the real secrets of the
trade were unfolded. Robert Hanning, who for
years had been one of the most distinguished
members of the industry, informed the Com-
mission that formerly he was the principal dealer
with the smugglers when he resided at Dunkirk.
Some idea of the colossal business which he had
carried on may be gathered from his admission
that he had sold teas, brandies, and wines to be
run into England to the eoctent of £40,000 per
annum. And let us not forget to bear in mind
that of course this probably represented the value
of the goods when they were put on board. What
they actually realised after they were smuggled
into the English market must have been something
considerable.

Hanning was followed by a certain Captain
Joseph Cockburn, who had a very instructive
story to tell, which must have amazed even the
Commissioners. This gallant skipper was now
commanding one of his Majesty's sloops, but
prior to that he had been engaged in privateering,
and before that had commanded several vessels
employed in smuggling. From his very infancy
he had been concerned in the practice of running
goods, and his apprenticeship had been served to a

KING'S CUTTERS AND SMUGGLERS

smuggler at Rochester, who was nominally a fisher-
man. Consequently, with an accumulated know-
ledge obtained first as a smuggler and subsequently
as a pursuer of smugglers, there was not much, if
anything at all, in connection with the work which
could have missed his attention. He proved
himself a veritable encyclopaedia of smuggling
information, and even the following brief summary
will show that his experience was something
exceptional.

First of all, he instanced the case of five cutters
which he knew were constantly employed in
running tea and brandy from Boulogne into
Kent and Sussex. They imported at least six
tons of tea and two thousand half-ankers of
brandy every week. He estimated that the six
tons of tea would be purchased abroad for £1920.
The two thousand half-ankers of brandy, even if
they cost but ten shillings apiece, would represent
the sum of £1000 ; so altogether there was a total
of nearly £3000 being carried out of the country
in specie every week by these five cutters alone.
But he also knew of five other cutters which were
constantly employed in fetching brandy and tea
from Middleburgh and Flushing, and he reckoned
that these ten cutters in the aggregate smuggled
into the United Kingdom each year goods to the
value of £303,680. Possibly there was no living
person who possessed so perfect and exact a

knowledge of the smuggling trade, so we can have

THE SMUGGLERS' METHODS

little reason to doubt for a moment the veracity
of his figures.

Passing, then, to describe the methods em-
ployed by these men, he divided them into two
classes. Firstly, there were those adopted by the
cutters and smacks which did little else than
smuggle, and, secondly, there were the British ships
which primarily carried on a legitimate trade to
foreign parts. As to the first class, the practice of
these cutters and smacks was to put to sea from
whatever port to which they belonged — London,
Dover, Rye, Folkestone, or wherever it might be
— having on board a small number of hands,
their professed object being to fish. Having stood
some distance away from the land, they would be
met during the night by a number of smaller
craft, and under cover of darkness would take
on board from the latter large crews, much
merchandise, and a considerable amount of money.
The smaller craft rowed or sailed back to the
beach before daylight, and the bigger craft, now
well supplied with men, money, and merchandise,
stood on their course for some Dutch or French
port. There they purchased such goods as they
required, disposed of those which they had
brought, and again set sail for home. The vessel
was again met at a convenient distance from the
English shore by smaller boats if a favourable
signal had been flashed from the land ; and, using

the darkness of the night, once more both the

KING'S CUTTERS AND SMUGGLERS

cargo and the supernumerary men were put into
the boats, after which the latter ran the stuff
ashore in casks already slung and in bales, while
the smack headed for her harbour whence she had
set out. As she had just the same small crew as
before no suspicions were aroused, and it was pre-
sumed she had been out fishing.

But additional to these comparatively large
vessels there were smaller craft — open boats, yawls,
and little sloops — which in fine weather were wont
to run across from the south coast of England
to Boulogne, Guernsey, and from the west of
England to the Isle of Man. They also loaded up
with as much cargo as they could carry, and, since
they were able to be beached, the process of
discharging their contents as soon as they returned
was much simpler. These smaller craft also were
in the habit of running out well clear of the land
and meeting Dutch vessels, from which they would
purchase similar kinds of goods and run them in
by the usual methods. In these lesser craft were
frequently carried a great many stones, anchors,
and heavy weights by means of which the half-
ankers of brandy could be sunk near the shore and
afterwards taken up as required. The exact way
in which this was done we shall discuss fully in a
later chapter.

Some of the cobbles, " hovelings," and small
fishing craft that were accustomed to run out
to big sailing merchantmen under pretence of

THE SMUGGLERS' METHODS

shipping pilots to take them into the next port,
were actually engaged in smuggling all sorts of
goods out of these ships. Perhaps it was a lurking
sympathy with the men engaged in a trade with
which his earlier years had been so intimately
associated that made Captain Cockburn suggest
that it was because the Dutchmen brought such
large quantities of fish into Billingsgate that the
English fishermen found their work unprofitable,
and were accordingly driven to devote themselves
to smuggling. But from evidence in other docu-
ments it would certainly seem that Cockburn was
speaking the truth and that the fishing industry
was not a very good livelihood at that time.

Then, secondly, there was the smuggling that
was carried on by the trading sailing ships from
abroad. Great quantities of goods were being
run into the country by colliers — they were usually
brig-rigged — by corn-ships, packet-boats from the
Continent and other vessels trading with Holland.
At least, one thousand five hundred vessels were
engaged in this trade, " and," added Cockburn,
*' he scarcely ever knew one of them return with-
out some prohibited or high duty goods." The
smuggling from these vessels was done in various
ways. There were the pilot-boats and fishing craft
which frequently met them near the coast, as
already explained. Another way was for the
merchantmen to put into harbours, roadsteads, and

rivers, where they lay at anchor under pretence of

KING'S CUTTERS AND SMUGGLERS

waiting for orders. Another method sLill, that was
as simple as it was successful, consisted of landing
their goods at outports on such holidays as the
King's birthday, kc, when the Revenue officers
were absent. Cockburn admitted that he had
done this himself and had run great quantities of
brandies, teas, and Spanish liquorice even as much as
nearly a ton of the latter at a time. But besides
these two classes there was a third. The whole of
the coasting trade in those days was of course
done in sailing ships ; and inasmuch as there were
no railways for carrying merchandise there was a
good deal more encouragement for the sailing
ship owner than there is to-day. The methods
of smuggling adopted by these coasters was a
little more complicated, and this was done by
such means as fraudulently obtaining permits, by
cockets clandestinely obtained, by false entry of
one sort of goods for another, and by corrupting
the Customs' officers. To prove his case the
captain gave the following examples, all of "which
he had himself eniploijed since the year 1738 !

As regards the obtaining of permits fraudu-
lently, he said that he had gone to Dunkirk, taken
aboard 2040 gallons of French brandy and cleared
for North Bergen in Norway. Of course he had
no intention whatever of steering for that port,
but in case he met any of the Custom House sloops
as he approached the English coast, it would be

convenient to show this clearance and so prevent

THE SMUGGLERS' METHODS

his brandy being seized. From Dunkirk, then, he
sailed across the North Sea and ran up the river
Humber. There, by previous arrangement, one of
those keels which are so well known in the
neighbourhood of the Humber and Trent met
him. The keel had been sent from York down
the Ouse with permits to cover the brandy. The
keel was cleared by a merchant at York, who
obtained permits for conveying to Gainsborough a
quantity of French brandy equal to that which
Cockburn had on board his ship, though in fact
the keel, notwithstanding that she obtained these
permits, set forth with no brandy in her at all.

It was the point where the Ouse crosses the
Trent at right angles that had been arranged as
the trysting-place, and there the keel took on
board from Cockburn the brandy which had come
from Dunkirk. Cockburn himself nailed the per-
mits on to the heads of the casks, which in due
course were taken by the keel, when the flood tide
made again, to Gainsborough some distance up the
Trent. Arrived there the casks were properly
taken into stock and entered in the Custom House
books as if the brandy had been actually brought
down from York and had previously paid duty.
On this one venture the garrulous skipper ad-
mitted that he cleared a profit by the brandy of
£250 per cent., which was a remarkably handsome
reward for so short a voyage as from Dunkirk.

Port wines, he said, were purchasable at
63

KING'S CUTTEKS AND SMUGGLERS

iJunkirk because these had been taken from Eng-
lish merchantmen by privateers ; and since there
was httle or no market for such wines in Spain they
were brought into Dunkirk, whither resorted the
smugglers eager to buy them. He proceeded also
to explain another method of cheating the customs.
Large quantities of very inferior British brandy
were taken on board a ship and clearance was
obtained for some other English port, but instead
of proceeding to the latter the vessel would run
across to Dunkirk or Holland, where she would
unload the cheap brandy, and in its place take on
board some high-priced French brandy equal in
quantity to the British commodity which had been
put ashore at the French port. After this, with
now a much more valuable cargo, the vessel would
put to sea again and make for that British port for
which originally she had cleared. And as to the
practice of bribery, he himself had several times
bought permits from the Excise officers to cover
smuggled brandy and tea. On one occasion he
had paid an officer fifty guineas for a permit to
cover a certain quantity of tea and brandy about
to be run into the country.

Next came Captain Ebenezer Hartley, who
had also formerly commanded a ship that was
engaged in smuggling. He had known of large
quantities of muslins and silks brought into the
country on board East Indiamen. These goods

were smuggled by throwing them through the

THE SMUGGLERS' METHODS

port-holes at night into boats waiting below, along-
side the ship, or whilst the Custom officer was
being entertained on board with food and drink.
Sometimes, he said, this was even done under the
very eyes of the Revenue officer, who took no
notice of it. He recalled an incident in an earlier
part of his life when he had sailed from England
to Holland, in which country he had filled up with
twenty-six casks of oil. After that his orders were
to cross the North Sea and meet a certain vessel
which would await him off Aldborough. This last-
mentioned craft would give Hartley's vessel the
signal by lowering her jib three times.

A more tragic story was related by George
Bridges, a tidesman of the Port of London. He
showed that it did not always " pay " to be diligent
in one's duty, for he quoted the case of a Captain
Mercer, in the employ of the Custom House, whe
did now and then make a seizure, but he " was
broke for doing his duty " ; and when Mercer came
into Cork on the occasion in question, the mob set
upon him so that he was compelled to escape into
the sheriff's house. The mob then surrounded
the house in their thousands until the sherif?' inter-
ceded with them. They were wild with fury and
threatened to pull the house down, until the sheriflt
gave them his oath that Captain Mercer should
never again be guilty of seizing the wool which the
smugglers had endeavoured to export. But the
mob afterwards went to Passage and took hold of

65 E

KING'S CUTTERS AND SMUGGLERS

a Custom House officer named May. They
brought him fortli from his house, cut out his
tongue, and cut off his ears, one of which the
witness said he remembered seeing nailed on to
the Cork Exchange. They dragged the man with
a rope round his neck, gave him several blows,
hurled him into the river, and finally the poor
fellow died of his ill-treatment. Although hand-
some rewards were offered for the discovery of the
offenders, yet no one ever came forward.

One could quote similar instances of the
vehemence of the smugglers from other sources.
For instance, on February 2, 1748-49, the Collector
of the Port of Penzance wrote to the Board to give
them some idea of the people among whom he had
to work. " The insolence," he said, " of some of the
smuglers [sic] and wreckers in this neighbourhood
is run to such a heighth, that tho our officers have
from time to time secured severall Hogsheads, it
has been by force taken from them [again], ' and the
officers forced to save their lives.' " Writing again
on the 14th December, the same correspondent
added that "the smugglers never behaved with
more insolence than at present, or was it ever
known to be carried on with more audaciousness,"
mentioning also that the previous night the snow ^
Squif^el of North Yarmouth had driven ashore
loaded v^th a cargo of brandy. The country-folk

1 A suow was a vessel with three masts resembling the main and
foremast of a ship with a third and small mast just abaft the mainmast,

THE SMUGGLERS' METHODS

had immediately boarded her, stripped the master
of everything valuable, and then carried off all the
brandy they could lay their hands on, and, in their
haste, had set fire to the rest of the cargo, so that
at the time of writing the whole ship was in flames.
He mentioned also a couple of months later the
difficulty he had to secure arrests of smugglers,
for even when he had obtained warrants for the
apprehension of eight most notorious men, the
constables excused themselves from doing their
duty in serving the warrants, and pretended that
the eight men had absconded.

And anyone who cares to examine the Treasury
Books and Papers for this period will find similar
cases. In July of 1743 some smugglers had seized
the Custom House boat at Dover and coolly em-
ployed her for their own purposes in running tea.
The Custom officers deemed matters to be in such
a state that they begged that a man-of-war might
be stationed on that coast to prevent smuggling.
Similarly in January of 1743-44, during a skirmish
near Arundel between the preventive men assisted
by some dragoons against a band of smugglers, the
latter had wounded three of the soldiers and carried
off an officer and two other dragoons on board the
smugglers' cutter. This was no unique occurrence,

carrying a sail nearly similar to a ship's mizzen. The foot of this
mast was fixed in a block of wood or step but on deck. The head was
attached to the afterpart of the maintop. The sail was called a trysail,
hence the mast was called a trysail-mast. (Moore's Midshipman's
Vocabulary, 1805.)

KING'S CUTTERS AND SMUGGLERS

for sometimes the contraband runners, when infuri-
ated, captured tlie would-be captors, hurried them
out to sea, and then, liavin^ bound the unfortunate
victims with a bit of spare rope and having tied a
piece of ballast to their live bodies, they would be
hurled overboard into the sea, and the soldier or
preventive man would never be seen or heard of
again unless his lifeless body were cast upon the
beach. At Folkestone, about this time, three men
were carried off by the smugglers in trying to
effect an arrest, and the supervisor at Colchester
had been also carried off, but afterwards he had
been released on promising not to mention the
smugglers' names. It was bad enough, tlierefore,
for the Revenue men when they had the assistance
of the dragoons, but it was infinitely worse when
they had to contend alone. There is an almost
pathetic petition from the Folkestone riding-
officers sent on New Year's Day 1744-45, begging
for military assistance against the smugglers, as
although there were soldiers stationed at Dover
yet they were unobtainable, since they refused to
march more than five miles.

And it was just as bad, if not worse, about
this time in the Isle of Man, for the latter's in-
habitants consisted almost exclusively of smug-
glers and their families, some of whom had long
since been outlawed from England and Ireland.
So rich and prosperous, indeed, had these

Manxmen become by means of smuggling that they

THE SMUGGLERS' METHODS

were recognised with a degree of importance which
was almost ludicrous. The two deemsters (or
deputy-governors) of the island even countenanced
and protected the men, who would often assemble
together to scheme and drink to the damnation
of His Britannic Majesty. Unhindered in their
nefarious work, able to obtain all the cargo they
required from France and the Channel Isles ; able,
too, to run their contraband into the west of
England, they waxed exceedingly independent and
wealthy. At Douglas they had built themselves
a good quay for the shelter of their ships and
for convenience in landing their cargoes, the only
drawback being that the harbour dried out at
low water.

It happened that on the 26th of June
1750, that Captain Dow, commanding H.M.
cruiser Sincerity^ was, according to the orders
received from the Board of Customs, on duty in
Douglas Roads. A notorious Irish smuggling
wherry came in from Ireland and ran under the
Sincerity s stern, while the smugglers " with
opprobrious, treasonable, and abusive language
abused His Majesty King George and all that
belonged to or served under him." This, of
course, was too much for any naval officer to
endure, and Captain Dow immediately caused the
ship to come alongside, and, after being rummaged,

1 It was the frequent custom at this time to speak of sloops as
cruisers.

KING'S CUTTERS AND SMUGGLERS

she was found to have concealed in a jar of
butter- milk twenty-five English guineas tied up
in a bag. There were also papers on board which
proved that this money was to be expended in
the purchase of brandies and tea, &c., and that,
having obtained these articles, she was then to
return to Ireland. The English captain therefore
promptly seized both money and papers.

On the same day that this incident occurred
a Dutch dogger^ also came into Douglas Roads
loaded with prohibited goods from Holland. As
soon as he had noticed her come to anchor Dow
sent his boat to board her with his mate and
six men, and to examine and see if she had the
prohibited goods on board which were suspected.
If she had, then she was to be seized. At the
same time Dow had requested Mr. Sidebotham,
his Majesty's officer in the Isle of Man, to cast
off the Sincerity s headfast and sternfasts from
the shore. But thereupon a riotous and angry
mob, fearing that the cruiser should be able to
get under weigh and seize the Dutch dogger,
refused to allow Sidebotham to let go the ropes.
Armed with bludgeons, muskets, swords, and
stones they rushed down on to the quay, and
did all they could to force the cruiser on shore
by aiming showers of stones at the cruiser's men

^ A dog^ger was a two-masted Dutch fishing-vessel usually employed
in the North Sea off the Dogger Bank. She had two masts, and was
very similar to a ketch in rig, but somewhat beamy and bluff-bowed.

THE SMUGGLERS' METHODS

and restraining Sidebotham in his endeavour to
help the Sincerity. They even carried the latter
away by force, and beat and bruised him in the
most brutal manner.

Captain Dow, realising that the intention of
the mob was to get the Sincerity stranded, deter-
mined to cut his cable and exhorted them in his
Majesty's name to disperse, to which they paid
not the slightest attention except to send more
showers of stones on to the cruiser's decks. Seeing
from afar what was happening, the mate and six
men who had been sent to board the dogger
now returned to the Sincerity. Whereupon
the dogger, perceiving her chance, promptly got
under way. As the crowd on shore still con-
tinued to pelt his ship with stones and had already
wounded two of his crew, the cruiser's commander
fired amongst them. For a time, at least, this
dispersed them, and so Dow was able to get his
vessel clear. He immediately proceeded to follow
the Dutch dogger, and chased her until she had,
perforce, to run herself on to the sands at Ramsey
to the north of the island. Determined not to
be beaten, Dow now sent his mate and ten men
on board her, seized her, and marked her in
several places with the sign of a broad arrow to
denote her capture.

But when the mate came to open the hatches

several of the islanders who had been secreted on

board, with the assistance of two boat-loads of

KING'S CUTTERS AND SMUGGLERS

armed men who had rowed off from the shore,
seized the mate and his men, and threatened that
if tliey resisted they would kill them. Being
completely overpowered, the eleven naval men
were compelled to yield and be carried ashore,
where they were shut up in cellars and finally

.:Si^

" Dow sent his mate anditen men on board her."

carried down to Castletown Castle. Meanwhile,
the smugglers set to work on the dogger's cargo
and landed it safely. A few days later six of
the eleven were released, but the other five were
detained until Captain Dow should refund the
twenty-five guineas he had seized from the Irish
wherry. In order to give him a fright they also

sent word that the five men should be tried

THE SMUGGLERS' METHODS

before one of their Courts of Judicature on the
following Thursday, were he to fail to send the
money. As the captain declined to accede to
their demands, the five prisoners were on July 5
brought up and remanded till a month later.
Finding it was impossible to obtain their release
the commander of the Sincerity weighed anchor
and ran back to Ramsey to take in the six re-
leased men, and then, sailing away to Whitehaven,
arrived at that place on the 10th of July.

We need not say more. The story is sufficient
to indicate the utter state of lawlessness which
prevailed there. Peopled by outlaws and by the
scum of France, Holland, Ireland, Scotland, and
England, they were a pretty tough proposition.
Their violence was rivalled only by their im-
pudence ; and fleets of wherries ^ would sail in
company into Ireland and Scotland loaded with
cargoes of cheap brandy, which had been brought
from Holland for that purpose. As a means of
checking these Manx smugglers it was suggested
that the English Government should employ a
number of tenders in this neighbourhood, since
they drew less water than the sloops-of-war and
so would be more useful for a locality that was
not well supplied with deep harbours. Moreover,

^ These, of course, were not the light rowing-boats of the kind that
were in use on the Thames and elsewhere. The term wherry was
applied to various decked fishing- vessels belonging to England, Ireland,
and the Isle of Man.

KING'S CUTTERS AND SMUGGLERS

these tenders would be well able to take the
ground in the harbours which dried out. Such
craft as the latter were of about 160 tons, mounted
twelve to fourteen carriage guns, and were manned
by a captain, second officer, two mates, two
quartermasters, a gunner, a boatswain, carpenter,
surgeon, and forty seamen.

From the south-east corner of England came
reports not much better. Just before the close
of the year 1743 the Surveyor at Margate and
his men were out on duty along the coast one
night when five of them came upon a gang of
about twenty - five smugglers. An encounter
quickly ensued, and as the latter were well armed
they were, by their superior numbers, able to
give the officers a severe beating, especially in
the case of one unfortunate " whose head is in
such a miserable condition that the Surveyor
thought proper to put him under the care of a
surgeon." Both this Surveyor and the one at
Ramsgate asserted that the smugglers were ac-
customed to travel in such powerful gangs, and at
the same time were so well armed, that it was
impossible to cope with them, there being seldom
less than thirty in a gang " who bid defiance to
all the officers when they met them."

On the 7th April 1746, the Collector and
Controller of the Customs at Sandwich wrote
to the Board :

" We further beg leave to acquaint your

THE SMUGGLERS' METHODS

Honours that yesterday about four o'clock in the
afternoon a large gang of near 100 smuglers
[sic'] with several led horses went thro' this
town into the island of Thanet, wliere we hear
they landed their goods, notwithstanding that we
took all possible care to prevent them.

" P.S. — This moment we have advice that there
is a gang of 200 smugglers more at St. Peter's in
the Isle of Thanet."

Seven months later in that year, at nine o'clock
one November morning, a gang of 150 smugglers
managed to land some valuable cargo from a
couple of cutters on to the Sandwich flats.
Several Revenue officers were despatched into
the country for the purpose of meeting with some
of the stragglers. The officers came into collision
with a party of these men and promptly seized
two horse-loads of goods consisting of five bags
of tea and eight half-ankers of wine. But they
were only allowed to retain this seizure for half-an-
hour, inasmuch as the smugglers presently over-
powered the Revenue men and wrested back their
booty. The preventive men were also consider-
ably knocked about, and one of them had his
thumb badly dislocated. The officers declared
that they knew none of the people, the latter
being well supplied not with firearms but with
great clubs. A fortnight later, just a few miles
farther along the coast, a gang of 150 smugglers
succeeded in landing their goods at Reculvers

KING'S CUTTERS AND SMUGGLERS

near Birchington ; and ten days later still another
gang of the same size was able to land their
goods near Kingsgate, between the North Fore-
land and INlargate. But it cannot be supposed
that the Revenue officers were not aware of the
approach of these incidents. Tlie fact was that
they were a little lacking in courage to face these
problems on every occasion. Indeed, they were
candid enough to admit that they dared not
venture near these ruffians " without the utmost
hazard of their lives." But the riding-officers
were not solely to blame, for where were the
Custom House sloops ? How was it they were
always absent at these critical times ? Indeed,
the Collector and Controller informed the Com-
missioners that not one of these sloops had been
seen cruising between Sandwich and Reculvers
for some months past.

This complaint about the cruisers was made
in March 1747, and in that same month another
gang, two hundred strong, appeared on the coast,
but this time, after a smart encounter, the officers
secured and placed in the King's warehouse a ton
of tea as well as other goods, and three horses.
A day or two later a gang of smugglers threatened
to rescue these goods back again. The property
formed a miscellaneous collection and consisted
of fifty pieces of cambric, three bags of coffee, some
Flemish linen, tea, clothes, pistols, a blunderbuss,
and two musquetoons. To prevent the smugglers

THE SMUGGLERS' METHODS

carrying out their intention, however, a strong
guard was formed by an amalgamation of all the
officers from Sandwich, Ramsgate, and Broadstairs,
who forthwith proceeded to Margate. In addition
to these, it was arranged that Commodore Mitchell
should send ashore from the Downs as many men
as he could spare. This united front was therefore
successful, and for once the smugglers were over-
matched. And but for a piece of bad luck, or
sheer carelessness, a couple of years later a smart
capture might well have been brought about. It
was one day in August when the officers had
received information that a gang of twenty men
and horses had appeared near Reculvers to receive
goods from a cutter that was seen to be hovering
near the coast. The smugglers on shore were cute
enough to locate the officers, and by some means
evidently signalled to the cutter, for the latter
now put to sea again and the gang cleared off.
Although for some time after this incident both
officers and dragoons patrolled the coast in the
neighbourhood no one was ever fortunate enough
to gather information either as to the cutter or
the people who had vanished into the country with
such rapidity.

And yet in spite of the very numerous sym-
pathisers which these illicit importers possessed,
yet of course there were some individuals who were
as much against them as any officer of the Customs.

In the neighbourhood of Plymouth legitimate trade

KING'S CUTTERS AND SMUGGLERS

had suffered a great deal owing to these practices.
Tlie mayor, aldermen, and merchants of Saltash
were at last compelled to send a memorial to the
Lords of the Treasury complaining that in the
rivers adjacent to that place there were several
creeks and inlets which were being made of con-
siderable use by the smugglers for landing their
goods. Especially was this the case up the river
Tamar, and all this had been and was still " to the
great prejudice of the fair traders and merchants."
They pointed out that a great deal of it consisted
of clandestine running from ships in the Sound,
Hamoaze, and other anchorages round about there.
Large quantities of French linings, wines, and
brandies were being run ashore with impunity and
speedily sold in the adjacent towns or conveyed
some distance into Devonshire. The mayor there-
fore begged the Treasury for three additional
Custom officers consisting of an inspector of roads
and two tide-waiters to be established at Saltash,
but the Treasury could not see their way to grant
such a request.

But in other parts of the country the roads were
kept carefully watched to prevent goods being
brought inland. The coaches which ran from
Dover to London with passengers who had come
across from the Continent were frequently stopped
on the highway by the riding-officers and the
passengers searched. Harsh as this mode of pro-
cedure may seem to us to-day, yet it was rendered

THE SMUGGLERS' METHODS

necessary by the fact that a good many professional
carriers of contraband goods were wont to travel
backwards and forwards between England and
abroad. Some years later, for example, when the
Dover coach was stopped at "The Half- Way
House," a foreigner, who was travelling by this
conveyance and had been able to evade the Cus-
toms' search at Dover, was found to be carrying
two gold snuff-boxes set with diamonds, four
lockets also set with diamonds, eighteen opals,
three sapphires, eight amethysts, six emeralds, two
topazes, and one thousand two hundred torquoises
— all of which were liable to duty.

And thus the illegal practices continued all
round the coast. From Devonshire it was re-
ported that smuggling was on the increase — this
was in the autumn of 1759 — and that large gangs
armed with loaded clubs openly made runs of
goods on the shore, the favourite locale being
Torbay, though previously the neighbourhood of
Lyme had been the usual aim of these men who
had sailed as a rule from Guernsey. All that
the Collector could suggest was that an " impress
smack" should be sent to that district, as he
promised that the notorious offenders would make
excellent seamen.

There was an interesting incident also off" the

north-east coast of England, where matters were

still about as bad as ever. We referred some

pages back to the capture of a Dutch dogger ofi^

KING'S CUTTERS AND SMUGGLERS

tlie Isle of Man ; we sliall now see anotlier of
these craft seized in the North Sea. Captain
Bowen of the sloop Prince of Wales, hearing that
the dogger Young JDaniel was running brandy
on the coast near to Newcastle, put to sea in
search of her. He came up with a number of
those cobbles — open boats — which are peculiar to
tlie nortli-east coastline, though at one time they
were used as far south as Great Yarmouth. The
cobbles which he was able to intercept had just
been employed in transferring the contraband from
tlie dogger to the shore. Bowen captured one
of tliese small craft with a dozen casks aboard.
Another was forced ashore and secured by the
land officers. INIeanwhile, the Dutchman stood
out to sea so that he might be able to draw
off the spirits from large casks into smaller ones,
which were the better fitted for running ashore.
It was found afterwards that he had large num-
bers of these lesser casks, and during that evening
she put about and crept stealthily in towards
the shore again until she approached within about
a mile of the mouth of the Tees. Her intention
was to run the rest of her cargo under cover of
darkness, and her skipper had arranged for large
numbers of men to be on that coast ready to
receive and carry off these casks. But Bowen
was determined to head her off this project. An
exciting chase followed, during which — to quote

an official report of the time — the dogger did her

THE SMUGGLERS' METHODS

best " to eat the sloop out of the wind," that is
to say sailed as close to the wind as she could
travel in the hope of causing her adversary to
drop to leeward. For seven hours this chase
continued, but after that duration the Prince of
Wales captured the Voting Daniel eight leagues
from the shore. This is not a little interesting,
for inasmuch as the chase began when the dogger
was a mile from the mouth of the river, the
vessels must have travelled about 23 statutory
miles in the time, which works out at less than
3 J miles an hour. Not very fast, you may sug-
gest, for a Revenue cutter or for the Dutchman
either. But we have no details as to the weather,
which is usually bad off that part of the coast
in February (the month when this incident oc-
curred), and we must remember that the doggers
were too bluff of build to possess speed, and the
time had not yet arrived when those much faster
Revenue cutters with finer lines and less ample
beam were to come into use.

81 F

CHAPTER V

THE HAWKHURST GANG

We come now to consider the desperate character
of a band of men who rendered themselves for
all time notorious in the domestic history of our
country by acts of unbridled violence and con-
summate cruelty.

But before we proceed to relate as fully as
our limited space will allow the details of these
incidents, it is necessary to remind ourselves once
again of the great, solid mass of sympathy, both
active and passive, that was always at the back
of the smugglers. Without this such daring runs
by night could never have occurred : doubtful of
the assistance which could be whole-heartedly
given by the people on shore, the seafaring men
would never have dared to take such enormous
risks of life and goods. Not merely did the
villagers come down to the shore to help to bring
the goods inland, not only did they lend their
horses and carts, but they would tacitly suffer the
smugglers to hide casks of spirits in wells, hay-
stacks, cellars, and other places. In Cornwall,
for instance, fifty-five tubs of spirits were found

concealed in a well, over the top of which a

THE HAWKHURST GANG

hay-stack had been built. This was near Falmouth,
one of the most notorious of the smuggling locali-
ties. And there is actual record of at least one
instance where the natives charged a rent of a
shilling a tub for stowing away the smuggled
goods. In another county a cavern had most
ingeniously been hollowed out under a pond big
enough to hold a hundred casks, the entrance
being covered over with planks carefully strewed
with mould. So clever and original was this idea
that it was never discovered for many years.

But the most notorious, the most formidable,
and certainly the most abominably cruel gang of
smugglers which ever achieved notice was the
Hawkhurst contingent. The " Hawkhurst Gang,"
as they were known, were a terror to whatever
law-abiding citizens existed in the counties of
Kent and Sussex. They feared neither Custom
officers nor soldiery, they respected neither God
nor man, and in the course of attaining their
aims they stopped at no atrocity nor brooked
any interference from anyone. By the year 1747
smugglers had become so daring and committed
such terrible crimes that the only course left
open for decent people was to band together in
mutual protection. The inhabitants of one locality
joined together under the title of the " Goudhurst
Band of Militia," their leader being a man named
Sturt, a native of Goudhurst, who had recently

obtained his discharge from the Army. But this

KING'S CUTTERS AND SMUGGLERS

union became known to the smugglers, who way-
laid one of the militia, and by means of torture
the whole of the defenders' plans were revealed.
After a while he was released and sent back to
inform the militia that the smugglers on a certain
day would attack the town, murder all its inhabi-
tants, and then burn the place to the ground.

The day arrived and both forces were prepared.
Sturt had gathered his band, collected fire-arms,
cast balls, made cartridges, and arranged entrench-
ments, when, headed by one Thomas Kingsmill,
the Hawkhurst gang appeared in order to make
the attack. But after a smart engagement in
which three were killed and many wounded, the
smugglers were driven off, whilst others were cap-
tured and subsequently executed.

Kingsmill escaped for a time, and became the
leader of the famous attack on the Poole Custom
House in October 1747. Another of the gang
was named Perin and belonged to Chichester.
Perin was really a carpenter by trade, but after
being afflicted with a stroke of the palsy, he
became attached to the smugglers, and used to sail
with them to France to purchase goods that were
to be smuggled, such as brandy, tea, and rum.
Now in September of 1747 Perin went across the
Channel in a cutter called The Three Brothers,
loaded up with the above commodities, and was
approaching the English coast when he was met
with a rebuff. For Captain William Johnson,

84.

THE HAWKHURST GANG

who held a deputation from the Customs to seize
prohibited goods, got to know of Perin's exploit,
and on the 22nd of this month, whilst cruising
in the Poole Revenue cutter, sighted llie Three
Urothers to the eastward of Poole. Whereupon
the smuggler began to flee, and, running before the
wind, fled to the N.N.W. From five in the after-
noon till eleven at night the Revenue cutter, with
every stitch of canvas set, chased her, and after
firing several shots caused her to heave-to. Johnson
then boarded her, and found that the tea was in
canvas and oil-skin bags, but Perin and the crew
of six had escaped in The Three Brothers boat.
However, Johnson captured the cutter with her
cargo and took the same into Poole. The two
tons of tea, thirty-nine casks of brandy and rum,
together with a small bag of coffee, were conveyed
ashore and locked up safely in the Poole Custom
House. Such was the introduction to the drama
that should follow.

Enraged at their bad luck, the smugglers took
counsel together. They assembled in Charlton
Forest, and Perin suggested that they should go in
a body and, well-armed, break open the Poole
Custom House. So the next day they met at
Rowland's Castle with swords and firearms, and
were presently joined by Kingsmill and the Hawk-
hurst gang. Till night had fallen they secreted
themselves in a wood, and eventually reached

Poole at eleven o'clock at night. Two of their

KING'S CUTTERS AND SMUGGLERS

members were sent ahead to reconnoitre, and
reported that a sloop-of-war lay opposite to tlie
quay, so that her guns could be pointed against
the doors of the Custom House ; but afterwards it
was found that, owing to the ebb-tide, the guns of
the sloop could not be made to bear on that spot.
The band, numbering about thirty, therefore rode
down to spot, and while Perin and one other man
looked after their horses, the rest proceeded to the
Custom House, forced open the door with hatchets
and other implements, rescued the tea, fastening
packages of the latter on to their horses, with the
exception only of 5 lbs. The next morning they
passed through Fordingbridge in Hampshire, where
hundreds of the inhabitants stood and watched the
cavalcade. Now among the latter was a man
named Daniel Chater, a shoemaker by trade. He
was known to Diamond, one of the gang then
passing, for they had both worked together once
at harvest time. Recognising each other.
Diamond extended his arm, shook hands, and
threw him a bag of tea, for the booty had been
divided up so that each man carried five bags of
27 lbs.

After the Poole officers discovered what had
happened to their Custom House, there was not
unnaturally a tremendous fuss, and eventually the
King's proclamation promised a reward for the
apprehension of the men concerned in the deed.
Nothing happened for months after, but at last

THE HAWKHURST GANG

Diamond was arrested on suspicion and lodged in
Chichester Gaol. We can well imagine the
amount of village gossip to which this would
give rise. Chater was heard to remark that he
knew Diamond and saw him go by with the
gang the very day after the Custom House had
been broken open. When the Collector of
Customs at Southampton learned this, he got into
communication with the man, and before long
Cliater and Mr. William Galley were sent with a
letter to Major Battin, a Justice of the Peace for
Sussex. Galley was also a Custom House officer
stationed at Southampton. The object of this
mission was that C hater's evidence should be taken
down, so that he might prove the identity of
Diamond.

On Sunday February 14, then, behold these
two men setting out for Chichester. On the way
they stopped at the White Hart Inn, Rowland's
Castle, for refreshment. But the landlady suspect-
ing that they were going to hurt the smugglers,
with the intuition of a woman and the sympathy
of a mother decided to send for two men named
Jackson and Carter. For this Mrs. Paine, a
widow, had two sons herself, who though nomi-
nally blacksmiths were in fact smugglers. Jackson
and Carter came in, to whom the widow explained
her suspicions, and these two men were presently
followed by others of the gang. Before very long

they had got into conversation with Galley and

KING'S CUTTERS AND SMUGGLERS

C hater, and plied them with drink, so that they
completely gave away the nature of their mission,
and after being fuddled and insulted were put to
bed intoxicated. After a while, they were aroused
by Jackson brutally digging his spurs on their fore-
heads and then thrashing them with a horse-whip.
They were then taken out of the inn, both put
on to the same horse, with their legs tied together
below the horse's belly. They were next whipped
as they went along, over the face, eyes, and shoulder,
till the poor victims were unable to bear it any
longer, and at last fell together, with their hands
tied underneath the horse, heads downwards. In
this position the horse struck the head of one
or the other with his feet at every step. After-
wards the blackguardly tormentors sat the two
men upright again, whipped them, and once
more the men fell down, with heels in air.
They were utterly weak, and suffering from their
blows.

We need not enlarge upon the details, some of
which are too outrageous to repeat. After a while
they thought Galley was dead, and laid him across
another horse, with a smuggler each side to prevent
him falling. They then stopped at the Red Lion,
at Rake, knocked up the landlord, drank pretty
freely, and then taking a candle and spade dug
a hole in a sand-pit where they buried him. But
at a later date, when the body was exhumed, it

was seen that the poor man had covered his eyes

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THE HAWKHURST GANG

with his hands, so there can be Httle doubt but
that Galley was buried alive.

As for Chater, they delayed his death.
Throughout Monday they remained drinking at
the Red Lion, discussing what to do with him,
Chater being meanwhile kept secured by the leg
with an iron chain, three yards long, in a turf-
house. At dead of night they agreed to go
home separately so that the neighbours might not
be suspicious of their absence. On Wednesday
morning they again repaired to the Red Lion,
after having left Chater in the charge of two of
their number. Then, having discussed what
should be done with Chater, some one suggested
that a gun should be loaded with two or three
bullets, and after having tied a long string to the
trigger, each member of the gang should take hold
of the string together, and so become equally
guilty of the poor man's death. But this idea was
unwelcomed, as it was thought it would put Chater
too quickly out of his sufferings. Meanwhile,
Chater was visited at various times, to receive
kicks and severe blows, and to be sworn at in the
vilest and most scurrilous language.

One of the gang now came up to him, and utter-
ing an oath, brandishing aloft a large clasp-knife, ex-
claimed : " Down on your knees and go to prayers,
for with this knife I will be your butcher." Terri-
fied at the menace, and expecting momentarily to

die, Chater knelt down on the turf and began to

KING'S CUTTERS AND SMUGGLERS

say the Lord's Prayer. One of the villains got
behind and kicked him, and after Chater had asked
what they had done to Galley, the man who was
confronting him drew his knife across the poor
man's face, cut his nose through, and almost cut
both his eyes out. And, a moment later, gashed
him terribly across the forehead. They then pro-
ceeded to conduct him to a well. It was now the
dead of night, and the well was about thirty feet
deep, but without water, being surrounded with
pales at the top to prevent cattle from falling in.
They compelled him to get over, and not through
these pales, and a rope was placed round his neck,
tlie other end being made fast to the paling.
They then pushed him into the well, but as the
rope was short they then untied him, and threw
him head foremost into the former, and, finally, to
stop his groanings, hurled down rails and gate-
posts and large stones.

I have omitted the oaths and some of the worst
features of the incident, but the above outline is
more than adequate to suggest the barbarism of
a lot of men bent on lawlessness and revenge.
Drunk with their own success, the gang now went
about with even greater desperation. Everybody
stood in terror of them ; Custom officers were so
frightened that they hardly dared to perform their
duties, and the magistrates themselves were equally
frightened to convict smugglers. Consequently

the contraband gangs automatically increased to

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THE HAWKHURST GANG

great numbers. But, finally, a reward of £500 was
offered by the Commissioners of Customs for the
arrest of everyone of the culprits, and as a result
several were arrested, tried, convicted, and exe-
cuted. The murderers were tried at a special
assize for smugglers held at Chichester, before three
judges, and the seven men were sentenced to death.
William Jackson died in prison a few hours after
sentence. He had been very ill before, but the
shock of being sentenced to death, and to be hung
afterwards in chains and in ignominy, rapidly has-
tened his death, and relieved the executioner of
at least one portion of his duty. He had been
one of the worst smugglers in his time, and was
even a thief among thieves, for he would even
steal his confederates' goods. Between the sen-
tence and the hour for execution a man came
into the prison to measure the seven culprits for
the irons in which their bodies were subsequently
to be hung by chains. And this distressed the
men more than anything else, most of all Jackson,
who presently succumbed as stated.

Mills, senior, had gradually been drawn into the
smuggling business, though previously he had been
quite a respectable man. After giving up actual
smuggling, he still allowed his house to be used as
a store-place for the contraband goods. His son,
Richard, also one of the seven, had been concerned
in smuggling for years, and was a daring fellow.
John Cobby, the third of the culprits, was of a

KING'S CUTTERS AND SMUGGLERS

weaker temperament, and had been brought under
the influence of the smugglers. Benjamin Tapner
was especially penitent, and " hoped all young
people would take warning by his untimely fate,
and keep good company, for it was bad company
had been his ruin." William Carter complained
that it was Jackson who had drawn him away
from his honest employment to go smuggling, but
John Hammond was of a more obdurate nature,
and had always hated the King's officers.

According to the testimony of the Rev. John
Smyth, who visited them in gaol, all the prisoners
received the Holy Communion at ten o'clock, the
morning after being sentenced to death. All the
prisoners except the two Mills admitted that they
deserved the sentence, but all the surviving six
acknowledged that they forgave everybody. On
January 19, 1748-9, they were executed. The two
Mills were not hung in chains, but having neither
friend nor relation to take them away their bodies
were thrown into a hole near the gallows, into
which also was placed Jackson's body. Carter's
body was hung in chains on the Portsmouth Road,
near Rake; that of Tapner on Rook's Hill, near
Chichester ; those of Cobby and Hammond on the
sea coast near Selsey Bill ; so that from a great dis-
tance they could be observed across the sea by the
ships as they went by east and west. Later on,
John, the brother of Richard Mills, and one of the

gang, was also arrested. When the above three

THE HAWKHURST GANG

judges were travelling down to Chichester for the
trial of the seven men, John had intended way-
laying their lordships on Hind Heath, but his com-
panions had refused to support him. But soon after
his father's and brother's execution he met with
a man named Richard Hawkins, whom he accused
of having stolen two bags of tea. Hawkins denied
it, and was brutally and unmercifully thrashed to
death in the Dog and Partridge Inn at Slindon
Common, his body being afterwards carried a dozen
miles, thrown into a pond, with stones attached, and
then sunk. John Mills was convicted and hanged
at East Grinstead, and afterwards remained hanging
in chains on Slindon Common. Other members
of the gang were also arrested, tried at the same
assizes as highwaymen, and then executed.

Later on, two of the smugglers who had given
evidence against the men that were hanged at
Chichester, gave information also, which led to the
arrest of Kingsmill, Perin, and two others who had
been concerned in breaking open the Poole Custom
House. Kingsmill, Perin, and one other were
hanged at Tyburn in April of 1749 ; the other man,
however, was pardoned. Thus at length this
dreaded Hawkhurst Gang was broken up.

CHAPTER VI

THE REVENUE CRUISERS

We drew attention some time back to the assist-
ance occasionally rendered by soldiers when the
Riding officers were about to arrest smugglers.
Early in the year 1740, or about the close of 1739,
Thomas Carswell, one of the Revenue officers
stationed at Rye, was murdered, and a corporal and
three dragoons whom he had taken to his assistance
were badly wounded, and a large quantity of tea
that had been seized was rescued. It was after
this incident that Revenue officers of this port —
perhaps the most notorious of all the south-east
smuggling territory — were ordered that in future
when they went forth to make seizurss they were
to have with them an adequate military force, and
to this end they were to make previous arrange-
ments with the commanding-officer of the forces
in that district.

But in spite of the seizures which the officers
on land from time to time effected, and notwith-
standing the shortcomings of the Custom House
cruisers in regard to speed, and the frequent negli-
gence of their commanders, it still remains true
that these cutters and sloops, at any rate until

94.

THE REVENUE CRUISERS

about the year 1822 (when the Coastguard service
was instituted) continued to be the principal and
the most important of all the machinery set in
motion against the smugglers. We have seen this
service in working order as far back as the year
1674, at any rate, when the fleet consisted of only
hired vessels. We have also seen that they were
employed in sufficient numbers all round the coast,
and that the Customs authorities, not content
merely to hire such vessels, also presently obtained
some of their own. It is possible that the smacks
were used for such service even before the date
1674 — perhaps very soon after Charles came to the
throne — but there are no existing records of this
to make the matter certain. The Revenue pre-
ventive work, in so far as the cruisers were em-
ployed, was carried on by a mixed control, and
embraced six separate and distinct types : —

1. There were the English Custom House
smacks, cutters, and sloops, some of which were
hired vessels : others were actually owned by the
English Customs Board.

2. There were the English Excise cruisers,
which were controlled by the English Excise Board.
They appeared to be very similar to the craft in
the first class.

3. There were the Scottish Customs cruisers,
under the control of the Scottish Customs Board.
The official at the head of these was known as the
Agent for yachts.

KINCx'S CUTTERS AND SMUGGLERS

4. There were the Scottish Excise cruisers,
controlled by the Scottish Excise Board.

5. There were the Irish Revenue cruisers,
controlled by the Irish Customs and Excise.

6. And lastly, there were these vessels of the
Royal Navy which were employed to assist the
Revenue, such vessels consisting of ships of the
fifth-rate, sixth-rate, and especially the armed
sloops.

In the present volume it has been necessary,
owing to the limits of our space, to restrict our
consideration of cruisers chiefly to the most impor-
tant of these, viz. those of the English Custom
House and those of the Royal Navy. Under such
a mixed rule it was obvious that many difficulties
arose, and that the clashing of interests was not
infrequent. For instance, between the English
Custom House cruisers and the English Excise
cruisers there was about as much friendship as there
exists usually between a dog and a cat. Similarly
between the former and the Naval cruisers there
was considerable jealousy, and every display of that
pompous, bombastic exhibition of character which
was such a feature of the life of the eighteenth
century, and the first years of the next.

Although the Revenue cruisers were employed
primarily and ordinarily for the purpose of pro-
tecting the revenue, yet from time to time they
were mobilised for coast defence. On different

occasions during the eighteenth century they were

THE REVENUE CRUISERS

lent to the Admiralty, and well supplied with men
and arms in readiness for actual warfare. After
the third quarter of the eighteenth century these
Revenue cruisers seem to have been built in greater
numbers and with some improvement as to design,
which, seeing that they had so frequently been left
well astern by the smuggling cutters, was more
than necessary. There was issued in November
of 1780, by the Board of Customs, an interesting
letter that shows how closely these cruisers approxi-
mated to vessels of war, even when they were not
under the jurisdiction of the Admiralty. This
letter was sent to the Collector and Controller
at the different English Customs ports, and began
by referring to the fact that many applications
had been made to the Board asking permission
to take out Letters of Marque. It will be remem-
bered that this was a time when wars seemed to
go on interminably, and there had been only a few
brief intervals of peace ever since the Anglo-Dutch
wars began. The Commissioners replied that they
had no objection to the commanders of the cruisers
providing themselves with Letters of Marque, if
done at the latter's own expense " during present
hostilities " : but the Board declined to bear any
part of the expense for any damages that might be
sustained in an engagement where no seizure had
been made and brought into port for a breach of
the Revenue laws, so long as a commander should

continue to hold these Letters of Marque. It was,

97 G

KING'S CUTTERS AND SMUGGLERS

in fact, a basis of no cure no pay. Each com-
mander was, further, strictly enjoined not to quit
his station and duty as a Revenue officer "under
pretence of lookinf^ for captures, it being our
resolution to recall the permission hereby granted,
as soon as it shall be discovered in any instance to
be prejudicial to our service."

But this war-like and semi-war-like service was
entirely subservient to their ordinary work. It is
evident from the correspondence of the Customs
Board of this same year, 1780, that their minds
were very uneasy. The smugglers, far from show-
ing any slackening, had become more active than
ever. These men had, to quote the words of the
Commissioners, considerably increased the size and
force of their vessels ; they had also added to their
number of both men and guns. They had become
so violent and outrageous, they had acquired so
much audacity as to " carry on their illicit designs
in sight of the Revenue cruisers," and " whenever
they have appeared within a certain distance have
actually fired into and threatened to sink them."
In such cases as these, it was reported to the Board,
the mariners on board these cruisers have fre-
quently refused to bear down and repel their
attacks, explaining their conduct by saying that no
provision was made for their support in case they
received injury during these encounters. To meet
such objections as these the Board resolved to
allow the sum of £lO per annum to every mariner

THE REVENUE CRUISERS

employed on board their cruisers who should lose
a hand or foot, or receive any greater injury
by firearms "or other offensive weapons of the
smugglers while in the actual execution of their
duty so as to disable them from further service ;
and we have also resolved to pay the surgeons'
bills for such of the mariners as may receive
slighter wounds." But it was stipulated that no
allowance was to be paid unless certificates were
produced from the commanders of these cruisers.

And before we go any further with the progress
of these cutters, let us afford actual instances of
the kind of treatment which had led the Board to
make this allowance to its men. Three years
before the above resolution, that is to say on April
24, 1777, Captain Mitchell was cruising in com-
mand of the Revenue cutter Swallow in the North
Sea. Off Robin Hood's Bay he fell in with a
smuggling cutter commanded by a notorious con-
traband skipper who was known as " Smoker," or
*' Smoaker." Mitchell was evidently in sufficient
awe of him to give him a wide berth, for the cruiser's
commander in his official report actually recorded
that " Smoker " " waved us to keep of" ! However,
a few days later, the Swallow, when off the Spurn,
fell in with another famous smuggler. This was
the schooner Kent, of about two hundred tons, skip-
pered by a man known as " Stoney." Again did
this gallant Revenue captain send in his report to

the effect that " as their guns were in readiness, and

KING'S CUTTERS AND SMUGGLERS

at the same time waving us to go to the Northward,
we were, by reason of their superior force, obHged
to sheer off, but did our best endeavours to spoil
his JMarket. There [sic'] being a large fleet of
colliers with him."

But that was not to be their last meeting, for
on May 2, when off Whitby, the Swallow again
fell in with the Kent, but (wrote Mitchell) the
smuggler " would not let us come near him." The
following day the two ships again saw each other,
and also on INIay 13, when off Runswick Bay.
On the latter occasion the ICe?it " fired a gun for
us, as we imagined, to keep farther from him."
The same afternoon the Swallow chased a large
lugsail boat, with fourteen hands in her, and sup-
posed to belong to the Kent. But the Swallow
was about as timid as her name, for, according to
her commander, she was "obliged to stand out to
sea, finding that by the force they had in their
boat, and a number of people on shore, we had no
chance of attacking them with our boat, as they let
us know they were armed, by giving us a volley of
small arms." None the less the Swallow had also
fourteen men as her complement, so one would
have thought that this chicken-hearted commander
would at least have made an effort to try con-
clusions.

No doubt, the Kent was a pretty tough cus-
tomer, and both skipper and his crew likewise. But

there was something wanting in Captain Mitchell.

100

THE REVENUE CRUISERS

For consider another of the latter's exploits. It
was the last week of September of that same year,
and the scene had again the Yorkshire coast for its
background. During the evening they espied what
they rightly believed to be a smuggling cutter.
They got as far as hailing her, but, as it was very
dark, and the Swallow did not know the force of the
cutter, Mitchell " thought it most prudent to leave
her," and so came to anchor in Saltburn Bay. But
the smuggler had not done with this enterprising
gentleman ; so the next day the smuggler came
into the bay, stood down under full sail, and came
charging down on to the poor Swallow, striking
her on the quarter, the smuggler swearing terrible
oaths the meanwhile, that if Mitchell did not
promptly cut his cable — it was the days of hemp,
still— and hurry out of that anchorage, he would
sink him. What happened, do you ask ? Of
course the Swallow ought to have been under way,
and should never have been lying there. She was
acting contrary to the orders of the Board. But
what must we think of a captain who calmly
awaits the on-coming of a smuggler's attack ?
Why, so soon as the Swallow espied him approach-
ing, did he not up anchor, hoist sails, and go to
meet him with his crew at their stations, and guns
all shotted ? But even after this gross insult to
himself, his ship, and his flag, was the commander
of a Revenue sloop to obey ?

Yes — it is shameful to have to record it —
101

KING'S CUTTERS AND SMUGGLERS

Mitchell did obey. True, he didn't cut his cable,
but he soon tripped his anchor and cleared out as
ordered. The poor Swallow had been damaged
both as to her tail and her wings, for the smugglers
had injured the stern, taken a piece out of the

" Came charging down . . . striking her on the quarter."

boom, and carried away the topping-lift. But evi-
dently in those days the Revenue service attracted
into its folds men of the type of Mitchell. Take
the case of Captain Whitehead of the Revenue
cruiser Eagle. Espying a smuggling vessel, he
gave chase, and eventually came up with her, also

off Saltburn. Whitehead hailed her, but the

102

THE REVENUE CRUISERS

smuggler's skipper replied — one cannot resist a
smile — " with a horrid expression," and called his
men to arms. The smuggler then fired a volley
with muskets, wounding one of the Eagle s crew.
Presently they also fired their swivel-guns, " on
which Captain Whitehead thought it prudent to
get away from her as fast as he could, the greatest
part of his people having quitted the deck."

The smuggler continued to fire at the retreating
cruiser, and chased the Eagle for a whole hour
after. The cutter turned out to be that which
Mitchell had encountered on April 24, 1777, and
her skipper was our friend " Smoker " again. This
smuggling craft was described as a stout cutter of
130 tons, and a crew of upwards of forty men. She
carried fourteen carriage guns, four three-pounders,
as well as a great number of swivels. " Smoker's "
real name was David Browning, and he was recog-
nised by the Eagle's crew from his voice, which
was familiar to several of them. During that
affray the Revenue cruiser received about twenty
shot in her sails, about a dozen in her boat, and
half as many in her fore- and main-mast. She also
had her mizzen halyards shot away. From these
details it would seem that she was dandy-rigged,
that is to say, she had a mizzen or jigger in addition
to her cutter rig, and on this jigger would be set a
small lugsail as was the old custom.

Following on Mitchell's meeting with the Kent^

we have a record belonging to July of that same

103

KING'S CUTTERS AND SMUGGLERS

year — 1777. This time a different result was to
come about. For instead of acting single-handed,
the sloops Prince of Wales and the Royal George —
both being employed by the Scottish Excise Board,
aided by H.M.S. PeUcaji and Arethusa — four of
them — at last managed to capture this schooner.
She was found to be armed with sixteen four-
pounders and twenty swivel-guns, and also had a
large stock of gunpowder, blunderbusses, and mus-
kets. " Stoney " was taken out of her, and he was
said to be an outlaw whose real name was George
Fagg. The guns and ammunition were taken
ashore and put in the King's warehouse at Hull,
and the crew of thirty-nine were placed on board
the Arethusa. Among these prisoners were those
who had murdered a dragoon the previous year,
while the latter was assisting a Custom officer at
Whitby. The arrest of these men was all the
more interesting for a reward of £100 for their
capture had been long outstanding.

The capture of the Kent had been effected as
follows : the two Excise cruisers were off St.
Abb's Head on July 8, and hearing that the Kent
had been seen off Flamborough Head they sailed
south, and off Filey fell in with her. On being
hailed, the smuggler beat to quarters, shouting to

the cruisers. " Fire, you , and be to you."

The battle at once commenced and continued
smartly for an hour, when the Pelican came up to

give assistance to the two cruisers. The Kent,

104

THE REVENUE CRUISERS

big as she was, now used sweeps — it was reminis-
cent of the days of EHzabethan galleasses — and
drew away. However the Pelican (a frigate) over-
hauled her, and the Ai^ethusa which had also come
up gave valuable aid as well. The two naval cap-
tains allowed the cruisers to seize the Kent, and to
take her into Hull, but the prisoners were put on
board the Aretlmsa as stated. The Kenfs master
and four of the men had been killed. It should
be added that the day before this incident the
Pelican had also chased the Kent out of Bridling-
ton Bay, so the smuggler must have come further
north in the meanwhile, thus meeting the two
Scottish cruisers bound south. The hatches of the
Kent were found to be unbattened, and her cargo
in great disorder. The latter consisted of 1974
half-ankers, and a large amount of tea packed
in oilskin-bags to the number of 55^. This
schooner had been built at that other famous
home of smugglers, Folkestone. She was specially
rigged for fast sailing, her mainmast being 77 feet
long, and her main-boom 57 feet. It was found
that her sails were much damaged by shot. Her
mainmast was shot through in two places, and her
main-boom rendered quite unserviceable. Ship and
tackle were appraised at £1405, 16s., so with the
addition of her cargo she represented a fair prize.

But " Smoker " was still at large even though
" Stoney " was a prisoner. It was in April of 1777,
when Captain Mitchell had fallen in with him off

105

KING'S CUTTERS AND SMUGGLERS

Robin Hood's Bay. A month later the Collector
of Hull wrote up to the Board to say that a large
lugger had been seen off AVhitby, and well armed.
She was described as " greatly an overmatch " for
any of the Revenue cruisers, " or even for a joint
attack of two of them " : and that as long as she
and the armed cutter commanded by Browning,
alias " Smoker " continued so daringly to " insult "
the coasts, there was little prospect of success. For
six months past the Revenue cruisers had not been
able to make any seizures, because these smug-
gling craft not only brought over vast quantities
themselves, but protected the smaller ones from
the attempts of the Revenue cruisers. A year later,
and we find that Mitchell was every bit as slack
as before. This is made quite clear from a letter
which the Collector of Hull was compelled on
November 12 (1778) to write. In this epistle he
informs Mitchell that either he or his mate, one of
them, must remain on board the Swallow at night,
when lying in the Humber. For it appeared that
two days earlier both were ashore. The mariner
who had the midnight watch on board the cruiser
saw a vessel, supposed to be a privateer, come
right up the Humber into Hull Roads, sail
around the naval tender there lying, then sail
round the Swallow, and finally down the river
again. Although there were twelve or fourteen
men on the supposed privateer's deck, yet the

Swallow's watchman did not even hail her,

106

THE REVENUE CRUISERS

Mitchell and his mate being ashore all the
while.

Such incidents as the above show that there
undoubtedly was cause for the complaints of the
Customs Board that the commanders of their
cruisers were not doing all that might have been
done towards suppressing the evil at hand. On
the other hand, it was equally true that the delin-
quents with whom these commanders had to
contest were of a particularly virulent and vil-
lainous type. Thus, between the negligence of
the one side, and the enterprise of the other, his
Majesty's revenue had to suffer very considerably.
No better instance of the potency of this lawless-
ness could be afforded than by an event which
happened in the summer of 1777. Everyone
knows, of course, that those were the days when
men had to be impressed into the service of the
Navy, so that, when any of these hardy smugglers
were captured, they were valuable acquisitions to
the Service, and far more useful than many of the
disease-stricken crews which so often had to be
shipped to make up a man-of-war's complement.
In the year we are speaking of a number of smug-
glers who had been captured on the North Sea
were put on board H.M. tender Lively hj Captain
O'Hara of the Impress service, the intention being
to convey these men to one of his Majesty's
ships at the Nore. The tender got under way

and was proceeding to her destination when

107

KING'S CUTTERS AND SMUGGLERS

the smuggler-prisoners mutinied, overpowered the
Lively s crew, and carried the Lively into Flushing.

And similar examples of the impudence and
violence of other North Sea smugglers could also
be quoted. On the 7th of May 1778, Captain
Bland, of the Mermaid Revenue cruiser, was off
Huntcliff Fort, when he sighted a smuggling
sliallop.^ Bland promptly bore down, and as he ap-
proached hailed her. But the shallop aaswered by
firing a broadside. The Revenue cruiser now pre-
pared to engage her, whereupon the shallop hoisted
an English pennant, which was evidently a signal
for assistance, for a large armed cutter promptly
appeared and came to the shallop's rescue. Seeing
that he was overmatched. Bland, therefore, sheered
off. During the same month Captain Whitehead,
of the Eagle, to whom we have already referred,
reported that he seldom went for a cruise without
being fired on, and he mentioned that sometimes
these smuggling vessels carried musket-proof breast-
works— a kind of early armour-plating, in fact.

The principal rendezvous of the smuggling craft
in the North Sea was Robin Hood's Bay. When-
ever the cruisers used to approach that bight the
smugglers would sail out, fire upon them, and
drive them along the coast. Before firing, the
smugglers always hoisted English colours, and on
one occasion a smuggling craft had the temerity

1 " Shallop, a sort of large boat with two masts^ and usually rigged
like a schooner." — Moore.

108

THE REVENUE CRUISERS

to run alongside a Revenue cruiser, hail her,
and in a derisive manner ordered the commander
to send his boat aboard. We spoke just now of
the superior sailing qualities which these smug-
gling craft frequently possessed over the Revenue
cruisers, and on one occasion, in the North Sea,
the master of a smuggling shallop, when being
pursued, impudently lowered his lugsail — that
would be his mizzen — to show that the cruiser
could not come up and catch him. And lest that
dishonourable incident previously mentioned, of
a cruiser being ordered out of Saltburn Bay, may
be thought a mere isolated event, let us hasten
to add that the cruiser Mermaid was lying at
anchor off Dunstanburgh Castle, on the North-
umbrian coast, when Edward Browning came
alongside her in an armed shallop named the
Porcupine, belonging to Sandwich. He insisted
on the Mermaid getting up her anchor and leav-
ing that region : " otherwise he would do him a
mischief." Indeed, were these facts not shown
unmistakably by actual eye-witnesses to be the
very reverse of fiction, one might indeed feel
doubtful as to accepting them. But it is un-
likely that cruiser-commanders would go out
of their way to record incidents which injured
their reputation, had these events never in reality
occurred.

Some idea of the degree of success which

smuggling vessels attained during this eighteenth

109

KING'S CUTTERS AND SMUGGLERS

century may be gathered from the achievements
of a cutter which was at work on the south
coast. Her name was the Swift, and she belonged
to Bridport. She was of 100 tons burthen, car-
ried no fewer than 16 guns and a crew of fifty.
During the year 1783 she had made several runs
near Torbay, and on each occasion had been able
to land about 2000 casks of spirits, as well as 4
or 5 tons of tea. Afterwards the whole of this
valuable cargo had been run inland by about
200 men, in defiance of the Revenue officers.
Then there was the Range?\ a bigger craft still,
of 250 tons. She carried an enormous crew for
her size — nearly 100— and mounted 22 guns. She
had been built at Cawsand, that village which
in smuggling days attained so much notoriety,
and stands at the end of a delightful bay facing
the western end of Plymouth Breakwater. This
vessel had a successful time in landing cargoes
to the east of Torbay without paying the lawful
duty. And there were many fisliing-boats of
from 18 to 25 tons, belonging to Torbay, which
were at this time accustomed to run across the
Channel, load up with the usual contraband, and
then hover about outside the limits of the land.
When they were convinced that the coast was
clear of any cruisers they would run into the bay
and land, sink or raft their cargoes, according to
circumstances.

And now, leaving for the present actual
110

THE REVENUE CRUISERS

skirmishes and chases in which the Revenue cruisers

were concerned, let us look a little more closely

into their organisation. From the report by the

Commissioners appointed to examine the Public

Accounts of the kingdom, and issued in 1787,

it is shown that the Custom House cruisers were

of two classes: (1) Those which were owned by

the Board, and (2) Those which were hired by

contract. And as to this latter class there was

a further subdivision into two other classes ; for

one section of these vessels was furnished by

the Crown, no charge being made for the hire.

But her outfit, her future repairs, in addition to

the wages and victualling of the crew, and all

other expenses, were paid out of the produce of

the seizures which these cruisers effected. After

this, if anything remained beyond these deductions,

the residue was to be divided between the Crown

and the contractor. Very often, of course, when

a fine haul was made of a £1000 worth of cargo,

there was quite a nice little sum for both parties

to the contract, and a few other, smaller, seizures

during the year would make the business quite

a profitable undertaking. But when the amount

of seizures was not sufficient to defray the expenses

the deficiency was supplied by the contractor and

Crown in equal proportions. That, then, was one

of these two subdivisions of contracted cruisers.

But in the second of these the contractor

provided the vessel, for which he was paid the

111

KING'S CUTTERS AND SMUGGLERS

sum of 4s. 6d. a ton per lunar month. It may
seem at first that this was poor remuneration,
especially when one recollects that to-day, when
the Government hires liners from the great steam-
ship companies, the rate of payment is £l per ton
per month. In the case of even a 10,000-ton
liner there is thus a very good payment for
about thirty days. But in the case of a cutter of
100 tons or less, in the eighteenth century, 4s. 6d.
per ton may seem very small in comparison.
However, we must bear in mind that although
for this money the contractor was to find the
outfit of the vessel, and be responsible for all
repairs needed, yet the aforesaid contractor might
make a good deal more in a lucky year. It was
done on the following basis. From the produce
of the seizures made by this subdivision of cruisers
all remaining charges additional to those men-
tioned above were paid, but the surplus was divided
between the Crown and contractor. Thus the
latter stood to gain a large sum if only a moderate
number of seizures had been made, and there
was, by this method, every incentive for the hired
cruisers to use their best endeavours to effect
captures. Still, if there was a deficiency instead
of a surplus, this was also shared by both con-
tracting parties.

In the year 1784 there were, reckoning all
classes, 44 cruisers employed, and 1041 men as

crews. Of these cruisers the Commander, the

112

THE REVENUE CRUISERS

Chief Mate and Second Mate, and, in certain
vessels, the Deputed Mariners, were all officers
of the Customs. In the case of the first class
of cruisers — those which were on the establishment
— these officers were appointed by the Board
pursuant to warrants from the Treasury. In the
case of the second — those which were hired by
contract — the officers were appointed by the
Customs Board. The captain of the cruiser was
paid £50 per annum, the chief mate either £35
or £30, and the crew were each paid £15. But,
as we shall see from a later page, the rate of
pay was considerably increased some years after-
wards. The victualling allowance was at the rate
of 9d. per diem for each man on board, and
an allowance of Is. each was made by the lunar
month for fire and candle. This last-mentioned
allowance was also modified in the course of time.
Some idea as to the seriousness, from a financial
point of view, of this cruiser fleet may be gathered
from the statement that these 44 vessels cost
the Government for a year's service the sum of
£44,355, 16s. Id.

The largest of these forty-four cruisers was the
Repulse, 210 tons. She carried 33 men and was
stationed at Colchester. Her cost for this year
(1784) was £1552, 16s. 8d. She was not one of the
hired vessels, but on the establishment. Next in
size came the Tartar, 194 tons, with 31 men, her
station being Dover. She was on the establishment,

113 H

KING'S CUTTERS AND SMUGGLERS

and her annual cost was £1304, 6s. 2jd. Of the
same tonnage was the Speedwell, which cruised
between Weymouth and Cowes. There was also
the Rose, 190 tons, with 30 men, stationed at
Southampton, being on the establishment likewise.
Next to her in size came the Diligence, 175 tons,
with 32 men. She cruised between Poole and
Weymouth. She was one of the hired vessels, and
was in 1784 removed from Weymouth to have her
headquarters at Cowes. The smallest of all the
cruisers at this time was the Nimble, 41 tons and
a crew of 30. She also was a hired craft. Her
station was at Deal, and her annual cost was
£1004, 9s. 9d. for the year mentioned.

But though there was less expenditure needed
at the outset, these contract ships were not alto-
gether satisfactory : or rather it was the method
than the cruisers themselves. For if we have any
knowledge at all of human nature, and especially
of the dishonest character which so frequently
manifested itself in the eighteenth century, we can
readily imagine that the contractor, unless he was
a scrupulously honourable man, would naturally
succumb to the temptation to economise too strictly
regarding the keeping the ship in the best condi-
tion of repair ; or he might gain a little by giving
her not quite a sufficiently numerous crew, thus
saving both wages and victuals. For the Crown
allowed a certain number of men, and paid for the

complement which they were supposed to carry.

114

THE REVENUE CRUISERS

Therefore, since this arrangement was marked
by serious drawbacks, the contract system was
discontinued, and at the beginning of 1788 fifteen
contracts were ended, and five other cruisers'
contracts were not renewed when they expired
in that year. All the cruisers in the employment
of the Customs Service were now placed on the
establishment, and the practice of paying the charges
and expenses out of the King's share of the con-
demned goods was rescinded. In the year 1797 the
number of Customs cruisers was 37, the commanders
being appointed by the Treasury ; and it may be not
without interest to mention the names, tonnage,
and guns of some of those which were on the
books for that year. There was the J^igilant,
which was described as a yacht, 53 tons, 6 guns,
and 13 men ; the Vigilant cutter, 82 tons, 8 guns.
During the winter season she cruised with ten
additional hands off the coasts of Essex, Kent, and
Sussex. There was another, the Diligence, given
as of 152 tons ; the Swalloiv, 153 tons and 10 guns ;
the Lively, 113 tons, 12 guns, and 30 men. The
Swift, 52 tons and 8 men, used to cruise between
the Downs and the Long Sand (to the North of
the North Foreland at the mouth of the Thames).
Some of the old names under the former dual
system are seen to be commemorated in the
Nimble (41 tons, 2 guns, 15 men). Her station
was Deal, and she used to cruise between the Fore-
lands. The Tartar of this period was of 100 tons,

115

KING'S CUTTERS AND SMUGGLERS

had 10 guns and 23 men. But the Greyhound,
probably one of the fastest eruisers, was of 200
tons, mounted IG guns, and carried 43 men. Her
cruising ground was between Beachy Head
and the Start, and her station at Weymouth.
A much smaller craft was the cruiser Busy (46
tons and 11 men). Her cruising was in a much
smaller area — around Plymouth Sound and Caw-
sand Bay.

Owing to the fact that commanders had been
wont too often to run into port for real or imag-
inary repairs, the Commissioners decided that in
future, when a cruiser put in, she was to inform
the Collector and Controller of that port by means
of her commander, and both to give his reasons
for coming in, and to estimate the length of time
he was likely to remain in port, before his being
able to sail again.

With regard to the prize-money which these

cruisers were able to make ; before the year 1790

there had been a diversity of practice in the method

of sharing. In allotting rewards to officers for

seizing vessels which afterwards had been taken

into the Revenue Service, it had formerly been the

practice to deduct the whole of the charges out of

the officers' moiety of the appraised value. But

from April 14, 1790, " for the encouragement of

the seizing officers," the charge was deducted from

the total appraised value, and the seizing officers

were to be paid a moiety of the net produce, if

116

THE REVENUE CRUISERS

any. It had also been the custom to allow the
commanders of Admiralty cruisers permission to
use seized vessels as tenders. But from May 6, 1790,
this practice was also discontinued by the Board,
who ordered that in case any such vessels were so
employed at the different ports, the commanders
were to deliver them up "with their tackle,
apparel, and furniture," to the Collector and Con-
troller of Customs.

We referred some time back to the fact that
these Revenue cruisers at times were mobilised
for war, and also that to them were granted
Letters of Marque. In this connection there is
to be noted an interesting warrant, under the
King's sign-manual, dated June 11, 1795, which
reads : —

*' Whereas the Commissioners of our Trea-
sury have represented unto us that the cutters
in the service of our Revenues of Customs
have captured several Ships and Vessels be-
longing to the enemy, and have recommended
it unto us to issue our warrant to grant the
proceeds of the Prizes that have been or shall
be taken by the cutters in the service of our
Customs, granted to the cutters capturing
such prizes respectively, and the expenses of
the proceedings, in regard thereto, among
officers and crews of the vessels in the search
of our Customs, who made the said cap-
tures, together with the head-money, in all
117

KING'S CUTTERS AND SMUGGLERS

cases wliere head-money is or may be due
by law. . . .

" Our will and pleasure is that the proceeds
of all such Prizes as have been or shall be
taken from the enemy in the course of the
present war, by the cutters in the service of
our Revenue of Customs, after deducting all
expenses of the Letters of Marque granted to
the cutters capturing such Prizes respectively,
and the expenses of the proceedings in regard
thereto, together with the head-money in all
cases where head-money is or may be due by
law, shall be distributed in the manner follow-
ing ; that is to say " : —

The Commander . . . ^ds.
Mate ..... a^ds.
Deputed Mariner^ or deputed^ ^^ds., exclusive of their

mariners if more than onej shares as Mariners.
Other Mariners . . . ^%^ds.

^3^^^

If there is no deputed Mariner,
The Commander . . .J

The Mate . . . . i

Mariners . . . . 1

It may be mentioned, in passing, that a "de-
puted" mariner was one who held a deputation from
the Customs Board. Another warrant, similar to the
above, and to the same effect, was issued on July 4,
of that memorable year 1805. In July of 1797,
the Customs Commissioners drew attention to
the third article of the " Instructions for the

118

THE REVENUE CRUISEKS

Commanders and Mates of the Cruisers employed in
the service of this Revenue," reminding them that
the commanders, mariners, and mates vv^ere in no
case to be allowed to participate in the officers'
shares of seizures made by the crews of the
cruisers unless the first-mentioned had been actu-
ally present at the time when the seizure was
made, or could afford satisfactory proof that they
were necessarily absent on some duty. Therefore
the Board now directed that, whenever the crews
of the cruisers made a seizure, a list of the officers
who were not actually on board or in the boats of
the cruisers at that time was to be transmitted
to the Board with the account of the seizure. Then
follows the other instruction which has already been
alluded to. In order that the station of the afore-
said cruisers may never be left unguarded by their
coming into port for provisions, or to be cleaned
and refitted, or for any other necessary purpose,
the commanders were instructed to arrange with
each other "that nothing but absolute necessity
shall occasion their being in Port at one and the
same time."

It will be recognised that the object of this was,
if possible, to keep the officers of the cruisers on
board their vessels, and at sea, instead of ever run-
ning into port. For it would seem that by more
than one of these gentlemen the work of cruising
on behalf of the Revenue Service was regarded

too much in the light of a pleasant, extended

119

KING'S CUTTERS AND SMUGGLERS

yachting trip, with an occasional chase and seizure
of a smuggHng craft to break the monotony of
their existence and to swell their purses. But
such a pleasant life was not that contemplated by
the Customs authorities.

120

CHAPTER VII

CUTTERS AND SLOOPS

We have spoken during the preceding chapters
of the revenue cruisers sometimes as cutters and
sometimes as sloops. For the reason that will
quickly become apparent let us now endeavour to
straighten out any confusion which may have
arisen in the mind of the reader.

Practically, sloops and cutters of these days
were one and the same, with very minor differ-
ences. In a valuable French nautical volume
published in 1783, after explaining that the cutter
came to the French from England, the definition
goes on to state that in her rigging and sail-plan
she resembles a sloop, except that the former has
her mast longer, and inclined further aft, and has
greater sail-area. The cutter also has but little
freeboard, and in order to carry her large sail-area
she draws more water. This authority then goes
on to mention that such craft as these cutters
are employed by the smugglers of the English
Channel, " and being able to carry a good deal of
sail they can easily escape from the guardships.
The English Government, for the same reason,

121

KING'S CUTTERS AND SMUGGLERS

maintain a good many of these craft so as to stop
these smugglers." Our English authority, Falconer,
described the cutter as having one mast and a
straight-running bowsprit that could be run in-
board on deck. But for this, and the fact that the
cutter's sail-area was larger, these craft were much
the same as sloops. Falconer also states that a
sloop differs from a cutter by having a fixed
steeving bowsprit and a jib-stay. Moore, who was
also a contemporary, makes similar definitions in
almost identical language. The real difference,
then, was that the cutter could run her bowsprit
inboard, but the sloop could not.

Now, in the year 1785, a very interesting matter
occupied the attention of the Board of Customs in
this connection. It appeared that in an important
trial concerning a certain vessel the defence was set
up that this vessel had changed her character by so
altering her " boltsprit " that it became fixed and
could not be run inboard. It was found that all
which her owners had done was to pass an iron
bolt through the bits and heel of the bowsprit,
clenching it. The defendant insisted that thus
he had rendered it a complete standing " boltsprit,"
and not a running one : and that, therefore, by
such alteration, his vessel became transformed
from a cutter to a sloop. And, according to the
definitions which we have just brought forward,
one would have thought that this was a good

defence. However, the Crown thought otherwise,

122

CUTTERS AND SLOOPS

and contended that the alteration was a mere
evasion of the Act in question, and that the vessel
remained a cutter because such fastening could
be removed at pleasure, and then the " boltsprit "
v^ould run in and out as it did before the altera-
tion. The jury also took this view, and the cutter,
which thought herself a sloop, was condemned.
The Revenue officers and commanders of Ad-
miralty sloops were accordingly warned to make
a note of this. For a number of years the matter
was evidently left at that. But in 1822 the
Attorney and Solicitor-General, after a difficult
case had been raised, gave the legal distinction as
follows, the matter having arisen in connection
with the licensing of a craft : "A cutter may
have a standing bowsprit of a certain length with-
out a licence, but the distinction between a sloop
and a cutter should not be looked for in the rigging
but in the build and form of the hull, and, therefore,
when a carvel-built vessel corresponds as to her
hull with the usual form of a sloop, she will not
merely, by having a running bowsprit, become a
cutter within the meaning of the Act of the
24 Geo. III. cap. 47, and consequently will not
be liable to forfeiture for want of a licence."
From this it will be seen that whereas Falconer
and other nautical authorities relied on the fixing
of the bowsprit to determine the diffisrenoe, the
legal authorities relied on a difference in hull.

The point is one of great interest, and I believe

123

KING'S CUTTERS AND SMUGGLERS

the matter has never been raised before by any
modern nautical writer.^

As to what a Revenue cutter looked like, the
illustrations which have been here reproduced
will afford the reader a very good idea. And
these can be supplemented by the following
description which JMarryat gives in The Three
Cutters. It should be mentioned that the period
of which he is speaking is that which we have
been contemplating, the end of the eighteenth
century.

" She is a cutter," he writes, " and you may
know that she belongs to the Preventive Service
by the number of gigs and galleys which she has
hoisted up all round her. She looks like a vessel
that was about to sail with a cargo of boats : two
on deck, one astern, one on each side of her. You
observe that she is painted black, and all her boats
are white. She is not such an elegant vessel as
the yacht, and she is much more lumbered up. . . .
Let us go on board. You observe the guns are
iron, and painted black, and her bulwarks are
painted red ; it is not a very becoming colour, but
then it lasts a long while, and the dockyard is not
very generous on the score of paint — or lieutenants
of the navy troubled with much spare cash. She
has plenty of men, and fine men they are ; all
dressed in red flannel shirts and blue trousers ;
some of them have not taken off their canvas or

^ See also Appendix I.
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CUTTERS AND SLOOPS

tarpaulin petticoats, which are very useful to
them, as they are in the boats night and day, and
in all weathers. But we will at once go down into
the cabin, where we shall find the lieutenant who
commands her, a master's mate, and a midshipman.
They have each their tumbler before them, and
are drinking gin-toddy, hot, with sugar — capital
gin, too, 'bove proof ; it is from that small anker
standing under the table. It was one that they
forgot to return to the Custom House when they
made their last seizure."

In 1786, by the 26 Geo. III. c. 40, section 27,
it was made lawful for any commander of any of
his Majesty's vessels of war, or any officer by them
authorised, to make seizures without a deputation
or commission from the Commissioners of the
Customs. Those were curious times when we
recollect that apart altogether from the men-of-
war of varying kinds, there were large numbers of
armed smuggler-cutters, Custom-House cutters
with letters of marque, privateers, and even Alge-
rine corsairs from the Mediterranean, in the English
Channel. It is to-day only a hundred and fifty
years ago since one of these Algerine craft was
wrecked near Penzance in the early autumn.

We mentioned just now the Act of George III.
which required craft to be licensed. This was
another of the various means employed for the
prevention of smuggling, and since the passing of
this Act those luggers and cutters which engaged

125

KING'S CUTTERS AND SMUGGLERS

in the running of goods endeavoured to evade the
Act's penalties by possessing themselves of foreign
colours and foreign ship's papers. Now, as a fact,
by far the greater part of such craft belonged to
Deal, Folkestone, and other south-coast ports of
Enofland. Their masters were also from the same
localities, and very few of them could speak Dutch
or French. But for the purpose of evading the
English law they got themselves made burghers of
Ostend, and notwithstanding that their crews were
for the most part English they designated their
craft as foreign.

During the year 1785 it happened that two of
these pseudo-foreign smuggling craft were chased
by an English frigate. Owing to the fact that
the frigate had no pilot on board, one of these
vessels escaped, but the other, after a chase lasting
five hours, realised that she would soon be over-
hauled. Her master, therefore, threw overboard
his cargo as the frigate fast approached, and in
company with a number of his crew took to his
large boat. The lugger, after no fewer than
twenty shots had been fired at her, hove-to. On
taking possession of the lugger and examining her
papers it appeared that her master's name was the
very English-sounding Thomas March, and yet
he described himself as a burgher of Ostend, the
vessel being owned by a merchant. The master's
excuse was that he was a pilot-boat cruising with

a number of pilots on board, and for this reason it

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CUTTERS AND SLOOPS

was decided to give him the benefit of the doubt
and not detain him. But the frigate's captain had
noticed that before the lugger had hove-to during
the evening a part of the cargo had been thrown
overboard. The following morning, therefore, he
proceeded on board a Revenue cutter, " went into
the track where the cargo was thrown overboard,"
and was able to find just what he had expected,
for he located and drew out of the sea no fewer
than 700 half-ankers of foreign spirits.

This precedent opened up an important
question ; for if a neutral vessel, or indeed any
craft similarly circumstanced as the above, were to
anchor off the English coast it was hardly possible
to detect her in running goods, as it seldom took
more than an hour to land a whole cargo, owing
to the great assistance which was given from the
people on the shore. For, as it was officially
pointed out, as soon as one of these vessels was
sighted 300 people could usually be relied on with
200 or more carts and waggons to render the
necessary service. Therefore the commanders of
the cutters sought legal advice as to how they
should act on meeting with luggers and cutters
without Admiralty passes on the English coast
but more or less protected with foreign papers
and sailing under foreign colours.

The matter was referred to the Attorney-
General, who gave his opinion that vessels were

forfeitable only in the event of their being the

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KING'S CUTTERS AND SMUGGLERS

property in whole or part of his Majesty's sub-
jects ; but where the crew of such a vessel appeared
all to be English subjects, or at any rate the
greatest part of them, it was his opinion that there
was a sufficient reason for seizing the vessel if she
was near the English coast. She was then to be
brought into port so that, if she could, she might
prove that she belonged wholly to foreigners. " A
British subject," continued the opinion, "being
made a burgher of Ostend does not thereby cease
to be a subject. Vessels hovering within four
leagues of the British coast, with an illicit cargo,
as that of this vessel appears to have been, are
forfeited w^hether they are the property of Britons
or foreigners."

It was not once but on various occasions that
the Customs Board expressed themselves as dis-
satisfied with the amount of success which their
cruisers had attained in respect of the work allotted
to them. At the beginning of the year 1782 they
referred to " the enormous increase of smuggling,
the outrages with which it is carried on, the mis-
chiefs it occasions to the country, the discour-
agement it creates to all fair traders, and the
prodigious loss the Revenue sustains by it." The
Board w^ent on to state that " difigent and vigorous
exertions by the cruising vessels employed in the
service of the Customs certainly might very much
lessen it." The Commissioners expressed them-
selves as dissatisfied with the lack of success, and

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CUTTERS AND SLOOPS

ordered that the officers of the Waterguard were
especially to see that the commander and mate of
every Revenue vessel or boat bringing in a seizure
w^ere actually on board when such seizure was
made.

A few days later — the date is January 16, 1788
— the Board, having received information that
great quantities of tobacco and spirits were about
to be smuggled in from France, Flanders, Guern-
sey, and Alderney, warned the Preventive officers
of the various ports, and directed the commanders
of the Admiralty cruisers, which happened to be
stationed near the ports, to be especially vigilant to
intercept "these attempts of the illicit dealers, so
that the Revenue may not be defrauded in those
articles to the alarming degree it has hitherto
been." And the officers were bluntly told that if
they were to exert themselves in guarding the
coast night and day such fraudulent practices
could not be carried on in the shameful manner
they now were. " And though the Riding officers
may not always have it in their power to seize the
goods from a considerable body of smugglers, yet
if such officers were to keep a watchful eye on
their motions, and were to communicate early
information thereof to the Waterguard, they may
thereby render essential service to the Revenue."

When the soldiers assisted the Revenue officers
in making seizures on shore it was frequently the
case that the military had difficulty in recovering

129 I

KING'S CUTTERS AND SMUGGLERS

from the Revenue men that share of prize-money
which was their due. The Collector of each port
was therefore directed in future to retain in his
hands out of the officers' shares of seizures so much
as appeared to be due to the soldiers, and the
names of the latter who had rendered assistance
were to be inserted in the account of the seizures
sent up to headquarters. But the jealousy of the
military's aid somehow never altogether died out,
and ten years after the above order there was still
delay in rendering to the army men their due
share of the seizures.

The commanders of the Revenue cruisers were
told to keep an especial watch on the homeward-
bound East Indiamen to prevent " the illicit
practices that are continually attempted to be
committed from them." Therefore these cruisers
were not only to watch these big ships through the
limits of their own station, but also to keep as near
them when under sail as possible, provided this
can be done with safety and propriety. But when
the East Indiamen come to anchor the cruisers are
also to anchor near them, and compel all boats and
vessels coming from them to bring-to in order to
be examined. They are "then to proceed to
rummage such boats and vessels. And if any
goods are found therein they are to be seized,
together with the boats in which they are found."
The importance of this very plain instruction is
explained by the further statement that " some of

130

CUTTERS AND SLOOPS

the commanders of the cruisers in the service of
the Revenue endeavour to shun these ships, and
thereby avoid attending them through their
station."

On Christmas Eve of 1784 the Customs Com-
missioners sent word to all the ports saying that
they suspected that there were a good many vessels
and boats employed in smuggling which were thus
liable to forfeiture. Therefore, within forty-eight
hours from the receipt of this information sent by
letter, a close and vigorous search was to be made
by the most active and trusty officers at each
port into every bay, river, creek, and inlet within
the district of each port, as well as all along the
coast, so as to discover and seize such illegal vessels
and boats. And if there were any boats quartered
within the neighbourhood of each port, timely
notice of the day and hour of the intended search
was to be sent by the Collector and Controller in
confidence to the commanding officer only, that
he might hold his soldiers in readiness. Yet, again
the Board exhorted the Revenue officers " to exert
yourselves to the utmost of your power ....
and as it is very probable that the places where
such boats and vessels are kept may be known to
the officers who have long resided at your port,
you are to acquaint such officers that if they value
their characters or employments, or have any re-
gard to the solemn oath they took at their

admission, we expect they will, on this occasion,

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KING'S CUTTERS AND SMUGGLERS

give tlie fullest and most ample information of all
such places, and will cheerfully afford every other
aid and assistance in their power, to the end that
the said vessels and boats may be discovered and
seized.

" And to prevent them from being launched
into the water, and carried off by the smugglers
after seizure, you are to cause one of the streaks
( = strakes) or planks to be ripped off near the
keel, taking care at the same time to do as little
other injury to each boat as possible."

We now come to witness the reappearance of

an old friend of whom we last made mention in

the North Sea. The year we are now to consider

is 1788, and the 15th of July. On that day

H.M. cutter Kite was sailing from Beachy Head

to the westward. She passed to the southward

of the Isle of Wight without sighting it, as the

weather was thick. Later in the day it cleared

as they got near to the Dorsetshire coast, and

about 7.30 p.m., when they were between Peveril

Point (near Swanage) and St. Alban's Head, and

it was clearer and still not night, the ship's

surgeon discovered a vessel some distance away

on the weather bow. The weather had now

cleared so much that the house on the top of St.

Alban's Head was quite visible. The surgeon

called the attention of a midshipman on board to

the strange vessel. The midshipman, whose name

was Cornelius Quinton, took a bearing, and found

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CUTTERS AND SLOOPS

that the stranger bore W.S.W. from the cutter,

and was steering E.S.E. He also took a bearing

of Peveril Point, which bore N.|W., and judged

the smuggler to be about 9 miles from Peveril

Point. About 8 o'clock the cutter began to give

chase, and this continued until 11 p.m., the course

being now S.E. After a time the lugger hauled

up a point, so that she was heading S.E. by S., the

wind being moderate S.W. During the chase the

lugger did her best to get away from the cutter,

and set her main topsail. The cutter at the time

was reefed, but when she saw the lugger's topsail

going up she shook out her reefs and set her gaff

topsail. It was some little time before the Kite

had made up her mind that she was a smuggler,

for at first she was thought to be one of the few

Revenue luggers which were employed in the

service. About 11 o'clock, then, the Kite was

fast overhauling her, notwithstanding that the

lugger, by luffing up that extra point, came more

on the wind and so increased her pace. It was at

first a cloudy night — and perhaps that may have

made the Kite's skipper a little nervous, for he

could hardly need to be reefed in a moderate

breeze— but presently the sky cleared.

As the Kite approached she hoisted her signals

and fired a musket shot. (As there is a good

deal of confusion existing concerning the signals

of the old Revenue cutters, it is worth noting

that although it was night these signals were

133

KING'S CUTTERS AND SMUGGLERS

displayed. I make this statement on the unim-
peachable sworn evidence of the Kites crew, so
the matter cannot be questioned.) But in spite
of these signals, which every seafaring man of
that time knew very well meant that the pursued
vessel was to heave-to, the lugger still held on
and took no notice. After that the Kite con-
tinued to fire several times from her swivel guns.
Later still, as the Kite came yet closer, the latter
hailed her and requested her to lower her sails,
informing her at the same time that she was
a King's cutter. Still the lugger paid no heed,
so the cutter now fired at her from muskets. It
was only after this that the lugger, seeing her
chance of escape was gone, gave up, lowered sail,
wore round, and came under the Kites stern. The
cutter hoisted out a boat, the midshipman already
mentioned was sent aboard the lugger, and the
latter's master was brought to the Kite^ when
whom should they find to be their prisoner but
David Browning, better known as " Smoker," of
North Sea fame ? When the Kite's captain asked
for his papers " Smoker " replied that he had no
papers but a bill of sale. He was afterwards
heard to remark that if he had understood the
log line he would not have been so near the
land as he was, and admitted he had been bound
for Flushing, having doubtless just landed a cargo
on the beach.

The lugger was found to be decked and
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CUTTERS AND SLOOPS

clinker-built with a running bowsprit on which she

set a jib. Six carriage guns were also found on

board, mounted on her deck. Four of these guns

were observed to be loaded, three with powder and

one with shot, and they were 4-pounders. After

the capture was made the two vessels lay for a time

hove-to on the heaving sea under the star-specked

sky. The lugger was then put in charge of the

midshipman and a prize crew from the cutter,

the prisoners being of course taken on board the

Kite. Both lugger and cutter then let draw their

sails, and set a course N.E. for the Isle of Wight

until 2 A.M. As it then came on thick the vessels

hove-to until daylight, when sail was made again,

the lugger being sent on ahead to sound, so as

to see how near they were approaching the Isle

of Wight. Later on they found themselves in

12 fathoms and judged themselves to be near the

Owers. Eventually, having steered about N.N.E.

and sighted Chichester Church in the distance, they

went about and stood south, the wind having

veered to W.N.W., and at 3.30 p.m. let go

anchor in Spithead. Browning in due time

appeared in Court, and a verdict was given for

the King, so that at last this celebrated smuggler

had been caught after many an exciting chase.

It was not many years after this incident

that a 70-ton cutter named the Charming Molly

arrived at Portsmouth. A Customs officer went

on board her and found a man named May,

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KING'S CUTTERS AND SMUGGLERS

who produced the key of the spirit-room, saying
he was master of the ship. In the spirit-room
the Customs officer found a hogshead of gin
containing 62 gallons. JNIay was anxious to show
that this was quite legitimate, as there were sixteen
men aboard and the contents of this cask were for
their use. The Customs officer now inquired
if there was any more liquor on the ship, and
May replied in the negative, at first. The officer
then said he would search the cabin, whereupon
JNIay added that there was a small cask which
he had picked up at sea and had kept for the
crew's use. This cask was found in May's own
state-room, and contained about three gallons of
brandy, though it was capable of holding another
gallon and no doubt recently had so done. How-
ever, IMay now said that that was the entire
lot, and there was not a drop of anything else
on board. Yet again the officer was not to be
put off, and found in the state-room on the
larboard side a place that was locked. May then
explained that this locker belonged to a man
named Sheriff, who was at present ashore, and
had the key with him. However JNIay volunteered,
if the officer saw fit, to open it, but at the same
time assured him there was no liquor therein.
The officer insisted on having it broken open,
when there were discovered two new liquor cases
containing each twelve bottles of brandy, making in

all eight gallons, and two stone bottles of brandy

136

CUTTERS AND SLOOPS

containing five gallons. Even now May assured
the officer that he had no more in the ship,
but after a further search the officer found twelve
dozen bottles of wine in a locked locker in the
cabin.

We need not follow this case any further,
but as a fine example of deliberate lying it is
hard to beat. Throughout the exciting career
of a smuggler, when chased or captured, in run-
ning goods by night or stealing out to get clear
of the land before the sun came up, this one
quality of coolness in action or in verbal evasion
ever characterised him. He was so frequently
and continuously face to face with a threatening
episode that he became used to the condition.

137

CHAPTER VIII

PREVENTIVE ORGANISATION

We have already frequently referred to the Riding
officers who were attached to practically all the
chief ports of England. For the reasons already
given the south-east coast had especially to be
well provided in this respect. And, because of
the proximity to the Isle of Man, the Solway
Firth had also to be protected efficiently by these
officers, additional, of course, to the aid rendered
by the cruisers. Wales, however, seems to have
been left practically unprotected. In the year
1809 there was inaugurated what was known
as the Preventive Waterguard in order to supple-
ment the endeavours of the cruisers and Riding
officers. Under this arrangement the coast of
England and Wales was divided into three dis-
tricts, each of which was under an Inspecting
Commander, the Revenue cruisers being now in-
cluded in the Preventive Waterguard.

The three districts with the three Inspecting
Commanders were as follows : —

District 1. — Land's End to the Port of Carlisle
inclusive. Inspecting Commander, Captain John
Hopkins.

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PREVENTIVE ORGANISATION

District 2. — North Foreland to Land's End.
Inspecting Commander, Captain William Blake.

District 8. — North Foreland to the Port of
Berwick inclusive. Inspecting Commander, Cap-
tain John Sayers, "whose duty it is constantly
to watch, inspect, and report to us [the Customs
Board] upon the conduct of the Commanders of
Cruisers and the Sitters of Preventive Boats along
the district."

For it was because they required a more
effectual control and inspection of the officers
employed in preventing and detecting smuggling
that this fresh organisation was made. Certain
stations were also allotted to the commanders
of the cruisers, within each district — two to each
station — and the stations and limits were also
appointed for Preventive boats. The "sitters"
of the Preventive boats were those who sat in
the stern of these open, rowed craft and acted
in command of them. The Collector and Con-
troller were also addressed in the following terms,
which showed that the Board were still doing
their utmost to rid the service of the inefficiency
and negligence to which we have had occasion
to draw attention. "You are to observe," wrote
the Commissioners, "that one material object
of the duty imposed upon the Inspecting Com-
manders is to see that the cruisers are constantly
and regularly on their stations, unless prevented

by some necessary and unavoidable cause, and

139

KING'S CUTTERS AND SMUGGLERS

witli their proper complements of men and boats,
and if they are off their station or in port person-
ally to examine into the occasion of their being
so, and that they are absent from their station
no longer than is essentially requisite."

At the end of every year the Inspecting
Commanders were to lay before the Board of
Customs the conduct of the several officers within
their district and the state in which smuggling
then was, and " whether on the progress or decline,
in what articles, and at what places carried on."
For the Board was determined " to probe the
conduct of the Preventive officers and punish
them " for any laxity and negligence, for which
faults alone they would be dismissed. And in
order that the vigilance and faithful duty in
the commanders and officers on board the cruisers
" may not be deprived of fair and due reward "
their rate of pay was now increased, together with
some addition made to the allowance for victual-
ling, " and also to provide for the certainty of an
annual emolument to a fixed amount in respect
to the commanders and mates, by the following
regulations " : —

Inspecting Cruisers

Commander, each per annum, £200 to be made up to

£500 net.
1st Mates, each per annum, £75 to be made up to

£150 net.
2nd Mates, each per annum, £50 to be made up to

£75 net.

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PREVENTIVE ORGANISATION

But these increases were conditional on their
salaries, shares of seizures and penalties, and all
other emoluments of that description not having
amounted to the salaries now offered. The de-
puted mariners were to have £5 or £3 each,
per lunar month. Mariners who had no deputation
were to have £3 a month, boys on the cruisers
£10 per annum. As to victualling, the com-
manders and mates were to have 3s. each per
diem, mariners Is. 6d. each per diem. Fire and
candle for each person were to be allowed for
at the rate of Is. 6d. per lunar month.

Under each Inspecting Commander were to be

two tenders in each district, and the mates who

were acting as commanders of these were to

have their existing £75 a year raised to £150

net in case their salaries, shares of seizures, and

other emoluments of that description should not

amount to these sums. Deputed mariners, mariners,

boys, victualling, fire, and candle were all to be

paid for just as in the case of the inspecting

cruisers above mentioned. This was to date from

October 10, 1809. A few months later a like

improvement was made in the salaries of cruisers

in general, for from the 5th of January 1810,

commanders of these were to have their £100

per annum raised to £250 net — the above conditions

" in case their salaries, shares of seizures, &c."

did not make up this amount being also here

prevalent — whilst first mates were to be raised

141

KING'S CUTTERS AND SMUGGLERS

from £00 to £100 net. If second mates were

carried they were to have £50 per annum, deputed

mariners £5 per annum and £2, 10s. per lunar

month. Mariners were to have £2, 10s. per lunar

month each, boys £10 per annum. VictualUng,

fire, and candle to be as already stated.

The early years of the nineteenth century

showed that the evil of the previous hundred

years was far from dead. The Collector at

Plymouth, writing to the Board three days before

Christmas of 1804, reported that there was a good

deal of smuggling done, but that the worst places

in his neighbourhood were two. Firstly, there

was that district which is embraced by Bigbur}^

the Yealm, and Cawsand. In that locality the

smuggling was done in vessels of from 2,5 to

70 tons. But in summer time the trade was also

carried on by open spritsail boats of from eight

to ten tons. These craft used to run across from

Guernsey loaded with spirits in small casks. Up

the river Yealm (just to the east of Plymouth

Sound) and at Cawsand Bay the goods were

wont to be run by being rafted together at

some distance from the sliore and afterwards

" crept " up {i.e. by means of metal creepers or

grapnels). The local smugglers would go out

in their boats at low water during the night

when the weather and the absence of the

cruisers permitted and bring to land their booty.

It appeared that 17,000 small casks of spirits

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PREVENTIVE ORGANISATION

were annually smuggled into Cawsand and the
Yealm.

Secondly, the district to the west of Plymouth
embracing Polperro and Mevagissey. The smug-
gling craft which brought goods to this locality
were fast sailers of from 80 to 100 tons. But
the goods which came into the general district
of Plymouth were not carried far inland. Those
whose work it was to carry the goods after being
landed were known as "porters," and were so
accustomed to this heavy work that they could
carry a cask of spirits six miles across the country
at a good rate. When it is remembered that
these casks were made necessarily strong of stout
wood, that they contained each from 5 to
7f gallons, making a total weight of from 70 to
100 lbs. at least, we can realise something of the
rude physical strength possessed by these men.

During this same year the Collector at Dart-
mouth also reported that smuggling had increased
a good deal recently in the counties of Devon
and Cornwall. The cutters and luggers from
Guernsey carried their cargoes consisting of from
400 to 800 ankers of spirits each, with a few casks
of port and sherry for the wealthier classes, who
winked at the illicit trade, and some small bales
of tobacco. During the summer the goods were
landed on the north side of Cornwall, between
Land's End and Hartland Point, and thence dis-
tributed by coasters to Wales and the ports of the

143

KING'S CUTTERS AND SMUGGLERS

Bristol Channel, or carried inland on the backs of
twenty or thirty horses, protected by a strong
guard. Hut in the winter the goods were landed
on the shores of the Bristol Channel, the farmers
cominfif down with horses and carts to fetch the
goods, which were subsequently lodged in barns
and caves. Clovelly, Bideford, Combe Martin, and
Porlock were especially notorious in this connec-
tion. These goods were also regularly conveyed
across Exmoor into Somersetshire, and other goods
found a way into Barnstable. Coasters on a
voyage from one part of England to another
frequently broke their voyages and ran over
to Guernsey to get contraband. The Island of
Lundy was a favourite smuggling depot in the
eighteenth century. From Ireland a good deal of
salt was smuggled into Devonshire and Cornwall,
the high duties making the venture a very profit-
able one — specially large cargoes of this commodity
being landed near to Hartland Point. And this
Dartmouth Collector made the usual complaint
that the Revenue cruisers of that period were
easily outsailed by the smugglers.

The reader will recollect those regrettable
incidents on the North Sea belonging to the
eighteenth century, when we had to chronicle
the names of Captains Mitchell and White-
head in that connection. Unhappily there were
occasional repetitions of these in the early part of

the nineteenth century on the south coast. It

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PREVENTIVE ORGANISATION

happened that on the 19th of March in the year
1807 the Swan Revenue cutter, a vessel of con-
siderable size (for she had a burthen of 154 tons,
a crew of twenty-three men, and was armed
with twelve 4-pounders, two 9-pounders, and a
chest of small arms) was cruising in the English
Channel and found herself off Swanage. It should
be added that at that time there was a kind of
volunteer Preventive Guard at various places
along the coast, which was known as the " Sea
Fencibles." The Swanage " Fencibles " informed
Mr. Comben, the cruiser's commander, that there
were three luggers hovering off the coast, and
these volunteers offered a number of their men
to reinforce the Swans crew so that the luggers
might be captured. To this Comben replied with
a damper to the volunteers' enthusiasm : " If I
was to take them on board and fall in with the
enemy we could not do anything with them."

So the Swan sailed away from Swanage Bay
to the eastward and at midnight made the
Needles. It now fell calm, but the luggers hove
in sight and approached by means of their sweeps.
As they came on, the cutter, instead of preparing
to receive them in the only way they deserved, did
nothing. But one of the Swan's crew, whose
name, Edward Bartlett, deserves to be remembered
for doing his duty, asked Comben if he should
fetch the grape and canister from below. Comben
merely replied : *' There is more in the cabin than

145 K

KING'S CUTTERS AND SMUGGLERS

we shall want : it will be of no use ; it is all over
with us." Such was the attitude of one who had
signed into a service for the prevention of smug-
gling craft. Instead of taking any definite action
he waited despairingly for the enemy to come on.
He then issued no orders to his crew to prepare
to engage ; he just did nothing and remained in-
active under the white cliffs. But if their com-
mander was a coward, at any rate his crew were
determined to make a contest of it. They had
actually to urge him to fight, but the luggers were
right close on to the cutter before Comben had
given the word. After that for three-quarters
of an hour the crew fought the ship, and were
at their respective quarters when Comben actually
turned to the luggers and shouted to them :
"Leave off firing; I have struck." During the
engagement he had shown great signs of fear and
never encouraged his crew to fight.

Seeing that they were led by a coward, the
Swans crew also took fright and thought it best
to flee. They therefore jumped into the cutter's
boats and rowed ashore, leaving their valiant com-
mander to look after the Sivan as best he might.
She was of course immediately captured by the lug-
gers, and as for Comben, he was taken prisoner,
carried to France, detained there, and did not return
to England till after seven years, when an investiga-
tion was made into his conduct by the Surveyors-
General of the Customs, his defence being that

146

PREVENTIVE ORGANISATION

"his men had deserted him." As for the latter,
they reached the shore safely and were again
employed in the Preventive Service.

It is quite clear that the Customs Board some-
times lent their cutters to the Admiralty ; and
there is a letter dated October 10, 1809, from the
Admiralty, in v^^hich permission is given for the
cutters in the service of that Revenue to be
released from their station at Flushing under the
command of Rear-x\dmiral Sir Richard Strachan,
and there is also a Customs House minute of
July 7, 1806, to the effect that the Sivan and
Hound Revenue cutters might be placed under
the orders of Lord Keith in the room of the Stag
and Swalloiv, for use at Cowes and Shoreliam,
where these cruisers were to be stationed. And
it was in this same year that the Board again
emphasized the importance of the Revenue Service
being supported by the Navy and Army, and that
to this end the most effectual encouragement
should be held out to both branches, so that they
might co-operate vigorously in the suppression of
smuggling. They further expressed themselves
as of the opinion that " nothing will more effectu-
ally tend to encourage them to exert themselves
than the certainty of receiving a speedy reward."
And yet, again, were the Revenue officers enjoined
"to be particularly careful to secure the men
employed in smuggling vessels whenever it may

be possible to effect it, as their lordships have the

147

KING'S CUTTERS AND SMUGGLERS

strongest reasons for believing that the apprehen-
sion of being detained and impressed into his
Majesty's service will have a great effect in deter-
ring the persons engaged in these illegal pursuits
from continuing their pernicious habits."

It was also part of the duty of the Customs
officers to attend to the Quarantine, and the
Customs Roard resolved " that it is fit to direct
a distinguishing flag to be used on board all
boats employed in the Quarantine service." At
Sandgate Creek, Portsmouth, Falmouth, Bristol,
Milford, Hull, Liverpool and Plymouth, by the
advice of the Surveyor for Sloops, a flag was de-
posited in the Custom House at every port of the
kingdom, and it was resolved that in the above
ports there should be two, except Plymouth, which
should have three. Cruisers were also employed
in the Quarantine Service.

AVe have already seen something of the con-
ditions of service and the pay of the cruisers' crews.
He who was responsible for the upkeep and super-
vision of these cruisers was known as the Surveyor
for Sloops. For some time the Customs Board
had been deliberating as to the adoption of some
regulations for ascertaining the qualifications of
those who desired to be commanders and mates
of the cruisers. That some improvement was
essential must already have been made clear to the
reader from the type of men who sometimes were

placed in such positions of responsibility. The

148

PREVENTIVE ORGANISATION

following regulations were therefore adopted in
the year 1807, " which appear to the Commissioners
highly necessary for the safe conduct of the Service,
as also for the safety of the vessels and crews
committed to their charge." They resolved accord-
ingly :—

" That all persons who shall be hereafter
nominated to the situation of Commander or
Mate of a Cruiser in the service of this Revenue,
do attend the Surveyor of Sloops, &c. in London
for the purpose of being examined on the several
points submitted in the report of the said Surveyor,
as essential for the qualification of officers of that
description, namely, whether he understand navi-
gation, is competent to lay off and ascertain courses
and distances on the charts, can work a day's work
and find the time of high and low water in any
port of great Britain, and understand the use of
a quadrant."

It was also further resolved : —

" That no person be admitted to either of those

situations who shall not be certified by the said

Surveyors to be fully qualified in the particulars

above referred to, which certificate is to be laid

before the Board for their consideration, whether in

case such person does not possess a competent

knowledge of the coast on which he is to be

stationed, or is not sufficiently acquainted with the

sailing and management of cutters and luggers

tho' generally qualified, it may not be fit to

149

KING'S CUTTERS AND SMUGGLERS

direct him to repiiir on board some cruiser, whose
station is contiguous to that to which he is
nominated, and cruise in such vessel for the space
of one montli, or until the commander thereof
shall certify that he is thoroughly acquainted with
that part of the coast, and also be fully competent
to take charge of a cutter, or lugger, as the case
may be, such a certificate to be referred to the
Surveyor for Sloops, &c. for his report previous to
such commander's or mate's commission being
ordered to be made out." And the commanders
of the cutters who shall be ordered to instruct such
persons are to be acquainted that they are at
liberty to crave the extra expense they shall incur
for victualling such persons for the Board's con-
sideration.

" And the Surveyor for Sloops, kc. is to report
more particularly the nature and objects of enquiry
as to the qualification of persons nominated Sitters
of Boats and by what officers in the outports those
enquiries are made and the qualification of such
persons certified : for the Commissioners' further
consideration, as to any additional regulations in
respect of persons so nominated."

It was, no doubt, because of such incidents as

those which we have seen occurring in the Channel

and North Sea that the Commissioners tightened

up the regulations in the above manner. That

these incidents were not confined to any particular

locality let us show by the two following examples.

150

PREVENTIVE ORGANISATION

The first had reference to William Horn, the
Deputed Mariner and Acting Mate of the Revenue
cutter Greyhound, y^hose station was at Weymouth.
On the 5th of March 1806 he was in charge of
the cutter whilst on a cruise to the westward. Off
Portland the cutter fell in with a French lugger,
which was a privateer. Horn gave chase, gradually
overhauled her, and even came up with her. For a
time he also engaged her, but because he subse-
quently gave up the fight, bore up and quitted her,
allowing the privateer to escape, he was deemed
guilty by the Customs Board of not having used
his utmost endeavours to effect a capture, and was
ordered to be superseded.

The second incident was of a slightly more
complicated nature, and occurred on October 20,
1805, about midnight. The two men implicated
were a Captain Riches, who was in command of
the Revenue cutter Hunter, and his mate Oliver.

This vessel, whose station was Great Yarmouth,

was on the night mentioned cruising in the North

Sea. Presently the cutter sighted what turned

out to be the Danish merchant ship, The Three

Sisters, Fredric Carlssens master, from Copenhagen

bound for St. Thomas's and St. Croix. Oliver

got into the cutter's boat and boarded the Dane.

He also demanded from the latter and took

from him four cases of foreign Geneva, which was

part of The Three Sisters' cargo. In spite of

Carlssen's opposition, Oliver put these into his

151

KING'S CUTTERS AND SMUGGLERS

boat and rowed off with them to the Hunter.
Riches was obviously party to this transaction, and
was accused "that contrary to the solemn oath
taken at his admission into office, he did not only
neglect to report to the Collector and Controller
of Yarmouth or to the Board the misconduct of
his JMate, in unlawfully taking from the said ship
the four cases of Geneva in question, but did take
out of them for his own use, and by so doing did
connive at and sanction the aforesaid unproper
conduct of his Mate." It was also brought against
Riches that he had not entered any account of
this incident into his ship's journal, or made any
record of the mate boarding the Dane.

In the end Riches was adjudged by the Board
guilty of not giving information regarding his
mate's conduct and of receiving one case of
Geneva for his own use, but he was acquitted
of connivance for want of evidence. He was
found guilty also of not having entered the in-
cident in his journal. Oliver was acquitted of
having boarded the Danish ship for want of proof,
but found guilty of having failed to keep a
complete journal of his proceedings. But a further
charge was made that Riches caused a case of
foreign spirits, which had been taken out of the
Danish ship, to be brought ashore from the cutter
and taken to his home at Yarmouth without
paying the duty thereon. Oliver was also ac-
cused of a similar crime with regard to two cases.

152

PREVENTIVE ORGANISATION

Riches was acquitted for want of proof of having
caused the gin to be taken to his house, but
found guilty of having received it, knowing the
duty had not been paid. Oliver was also found
guilty, and both were accordingly dismissed.

And there was the case of a man named
Thomas Rouse, who was accused of having been
privy to the landing of a number of large casks
of spirits and other goods from a brig then lying
off the Watch-house at Folkestone. This was
on the night of May 20 and the early hours of
May 21, 1806. He was further accused of being
either in collusion with the smugglers in that
transaction or criminally negligent in not pre-
venting the same. It was still further brought
against him that he had not stopped and detained
the master of the brig after going on board,
although the master was actually pointed out
to him by a boat's crew belonging to the Nimble
Revenue cutter. Rouse was found guilty of the
criminal negligence and ordered to be dismissed.
And, in addition, the chief boatmen, five boat-
men, and two riding-officers of the Preventive
Service at that port were also dismissed for failing
to do their utmost to prevent this smuggling,
which had, in fact, been done collusively. Those
were certainly anxious times for the Customs
Commissioners, and we cannot but feel for them
in their difficulties. On the one hand, they had

to wrestle with an evil that was national in its

153

KIXG^ CLTTEKS AND SMUGGLERS

import^&nce, while on the other they had s service
that iras amything but incc»Tuptible, and required
the utnxkst vigilance to cause it to be instant
in its eleaaentary duties^

Que c^ the lefbnns leccxmneDded towards the
eod of 1809 had r^erence to the supply of stores
and the building and repairing of Custom House
boats in Ixmdfxi. The object aimed at was to
obtain a moie complete check on the quantities
and quality d tibe stoies required for cruisers and
Preventrre boats. And the example of the out-
pcnrts was acocMndin^y adc^ted that, when articles
were required for these craft that were of any
Talue, the Collector and CcmtroUer of the particular
port first sent estimates to the Board, and per-
misskm was not ^owed until the Surveyor of
S^rvrs had certified that the estimates were
.":lr- Xor were the bills paid until both
--r ..mmanQer and mate of the cruiser, or else
thr Tide Surveyor or the Sitter of the Boat, as
-^e might be, had certified that the work
was properly carried ouL And the same rule
the supply of coidage and to the carry-
— ^ - _- : -r^airs.

As x)ks through the old records of the

Cu^ ... :- >e cMie finds that a Revalue officer

3f yielding to bribery, who

- "igilant in his duty, pos-

— " _. r - jiitiative, and was favoured

with even moderate luck, could certainlv rely on

154

PREVENTIVE ORGANISATION

a fair income from his activities. In the year we
are speaking of, for instance, Thomas Stor}% one
of the Revenue officers petitioned to be paid his
share of the penalty recovered from WilHam
Lambert and AViUiam Taylor for smugghng, and
he was accordingly awarded the sum of £1G2, 2s.
It was at this time also that the salaries of the
Collectors, Controllers, and Landing Surveyors of
the outports were increased so that the Collectors
were to receive not less than £l50 per annum,
the Controller not less than £120, and the Landing
Surv^eyor not less than £100. And in addition
to this, of course, there were their shares in any
seizures that might be made. Sometimes, how-
ever, the Revenue officers suffered not from negli-
gence but from excess of zeal, as, for instance,
on that occasion when they espied a rowing-boat
containing a couple of seafaring men approach
and land on the beach at Eastbourne. The
Revenue officials made quite certain that these
w^ere a couple of smugglers and seized their boat.
But it was subsequently discovered that they
were just two Portuguese sailors who had escaped
from Dieppe and rowed all the way across the
Channel. The Admiralty interfered in the matter
and requested the release of the boat, which was
presently made. But two other Revenue officers,
named respectively Tahourdin and Savery, in
August of 1809 had much better luck when they

were able to make a seizure that was highly

155

KING'S CUTTERS AND SMUGGLERS

profitable. AVe have already referred to the con-
siderable exportation which went on from this
country in specie and the national danger which
this represented. In the present instance these
two officials were able to seize a large quantity
of coin consisting of guineas, half guineas, and
seven shilling pieces, which w^ere being illegally
transported out of the kingdom. When this
amount came to be reckoned up it totalled the
sum of £10,812, 14s. 6d., so that their share must
have run into very high figures.

156

CHAPTER IX

CUTTERS' EQUIPMENT

In an earlier chapter we quoted from Marryat a
passage which showed that the mariners of a
Revenue cutter were dressed in red flannel shirts
and blue trousers, and also wore canvas or tar-
paulin petticoats. The reason for the last-
mentioned was appreciated by smuggler and
Preventive men alike, and if you have ever
noticed the Thames River Police dodging about in
their small craft you will have noticed that at any
rate the steersman has in cold weather some sort
of apron wrapped round his legs. But in the
period of which we are now speaking the attached
apron or petticoat was very useful for keeping the
body warm in all weather, especially when the
sitter of the Preventive boat had to be rowed out
perhaps in the teeth of a biting wind, for several
miles at night. And the smugglers found their task
of landing tubs through the surf a wet job, so they
were equally glad of this additional protection.^

^ The use of the petticoat as a seaman's article of attire dates back
to the time of Chaucer :

"A Shipman was ther, woning fer by weste :
For aught I woot, he was of Dertemouthe.
He rood up-on a rouncy, as he couthe,
In a gowne of falding to the knee."
''Falding" was a coarse cloth.

157

KING'S CUTTERS AND SMUGGLERS

The period to which Marryat referred was the
end of the eighteenth century. As to the uniform
of the Revenue officers we have the following
evidence. Among the General Letters of the
Customs Board was one dated June 26, 1804, from
which it is seen that the commanders of the
cruisers petitioned the Board for an alteration in
their uniform and that also of the mates, this
alteration to be made at the expense of the
officers. The commanders suggested for their own
dress : —

" A silver epaulette, the button-holes worked
or bound with silver twist or lace, side-arms, and
cocked hats with cockades, and the buttons set on
the coat three and three, the breeches and waist-
coats as usual :

" For the undress, the same as at present.

" For the mates, the addition of lappels, the
buttons set on two and two, and cocked hats with
cockades."

The Board consented to these alterations with
the exception of the epaulettes, " the adoption of
which we do not approve, lest the same should
interfere with His Majesty's Naval Service."
Now in reading this, it is important to bear in mind
that between the Revenue and Navy there was a
great deal of jealousy.^ It went so far, at least on
one occasion, as to cause a Naval officer to go
on board a Revenue cutter and haul the latter's

* See Appendix VIII.
158

CUTTERS' EQUIPMENT

flag down. The reason these epaulettes were
disallowed may be explained by the fact that it
was only nine years before the above date that
epaulettes had become uniform in the Navy, for
notwithstanding that epaulettes had been worn by
officers since 1780, yet they were not uniform until
1795, although they were already uniform in the
French and Spanish navies.^ Since, therefore,
these adornments had been so recently introduced
into the Navy, it was but natural that with so
much jealousy existing this feature should not be
introduced into the Revenue service. Just what
" the undress, the same as at present " was I have
not been able to discover, but in the Royal Navy
of that time the undress uniform for a captain of
three years' post consisted of a blue coat, which was
white-lined, with blue lappels and cuffs, a fall-
down collar, gold-laced button-holes, square at
both ends, arranged regularly on the lappels. For
a captain under three years the uniform was the
same, except that the nine buttons were arranged
on the lappels in threes. For master or com-
mander it was the same, except that the button-
holes were arranged by twos.^

It was in January 1807 that the Customs
Board took into consideration the appointment of
several Revenue cruisers and the expediency of
one general system for manning them according

' See Captain Robinson's, The British Fleet, p. 503.
" Ibid., !>. 502.

159

KING'S CUTTERS AND SMUGGLERS

to the tonnage and construction of the vessel, the
service and station on which she was to be em-
ployed. They therefore distinctly classed the
different cruisers according to their tonnage, de-
scription, and number of men originally allowed
and since added, whether furnished with letters of
marque or not. And believing that it would be
beneficial to the service that the complement of
men should be fixed at the highest number then
allotted to cutters in each respective class, they
accordingly instructed the commanders of the
different cruisers to increase their respective com-
plements " with all practicable dispatch."

We now come to an important point concern-
ing which there exists some little uncertainty.
By a letter dated July 17, 1807, Revenue officers
were reminded that they were by law bound to
hoist the Revenue colours and fire a gun as a
signal " before they in any case fire on any
smuggling vessel or boat."

" We direct you to convene the officers of the

Waterguard belonging to your port," write the

Commissioners to the Collector and Controller at

each station, " including the officers and crew of

the cruiser stationed there, and strictly to enjoin

them whether on board cruisers or boats in no

instance to fire on any smuggling vessel or boat,

either by night (whether it be dark or light), or by

day, without first hoisting the colours and firing a

gun as a signal, as directed by law, and to take care

160

CUTTERS' EQUIPMENT

that on any boat being sent out armed either from
the shore or from a cruiser, in pursuit of seizures
or any other purpose, such boat be furnished with
a proper flag." Two years later, on April 11,
1809, it was decided that cruisers could legally
wear a pendant " conformable to the King's Pro-
clamation of the 1st January 1801," when requiring
a vessel that was liable to seizure or examination
to heave-to, or when chasing such a vessel, but
'* at no other time." It is important to bear in
mind that the flags of chase were special em-
blems, and quite different from the ceremonial
flags borne on the Customs buildings, hulks,
and vessels not used actually in the chasing of
smugglers.

In addition to my own independent research
on this subject I am indebted for being allowed to
make use of some MS. notes on this interesting
subject collected by Mr. Atton, Librarian of the
Custom House ; and in spite of the unfortunate
gaps which exist in the historical chain, the follow-
ing is the only possible attempt at a connected
story of the Custom House flag's evolution. We
have already explained that from the year 1674 to
1815 the Revenue Preventive work was under a
mixed control. We have also seen that in the
year 1730 the Board of Customs called attention
to the Proclamation of December 18, 1702, that
no ships were to wear a pendant except those of
the Royal Navy, but that the sloops employed

161 L

KING'S CUTTERS AND SMUGGLERS

in the several public offices might wear Jacks with
the seal of the respective office.

From a report made by the Harwich Customs
in 172G it is clear that the King's colours were at
that date hoisted when a Revenue cruiser chased
a suspect. But as to what the " King's Colours "
were no one to-day knows. Among the regula-
tions issued to the Revenue cruisers in 1816 the
commanders were informed that they were not
to wear the colours used in the Royal Navy, but
to wear the same pendants and ensigns as were
provided by tlie Revenue Board. By 24 George
III. cap. 47, certain signals of chase were prescribed.
Thus, if the cruiser were a Naval vessel she was to
hoist "the proper pendant and ensign of H.M.
ships." If a Custom House vessel she was to
hoist a blue Customs ensign and pendant " with
the marks now used." If an Excise vessel, a blue
ensign and pendant " with the marks now used."
After this had been done, and a gun fired (shotted
or unshotted) as a warning signal, she might
fire if the smuggler failed to heave-to. And
this regulation is by the Customs ConsoHdation
Act of 1876 still in force, and might to-day be
made use of in the case of an obstinate North Sea
cooper. What one would like to know is what
were the marks in use from 1784 to 1815. Mr.
Atton believes that these marks were as follows : —

At the masthead : a blue pendant with the

Union in canton and the Customs badge of office

162

CUTTERS' EQUIPMENT

(a castellated structure with portcullis over the
entrance, and two barred windows and two port-
holes, one barred and one open, the latter doubt-
less to signify that through which the goods might
enter) in the fly.

At the gaff: a blue ensign similarly marked.

The English Excise, the Scottish Customs,
Scottish Excise, and the Irish Revenue signals of
chase were blue pendants and ensigns similarly
flown, but as to the badges of office one cannot be
certain. The matter of English Customs flags has
been obscured by the quotation in Marry at 's The
Kings Own, where a smuggler is made to remark
on seeing a Revenue vessel's flag, " Revenue stripes,
by the Lord." It has been suggested that the
bars of the castle port and portcullis in the seal
were called " stripes " by the sailors of that day,
inasmuch as they called the East India Company's
flag of genuine stripes the " gridiron." But to me
it seems much more likely that the following is the
explanation for calling a Revenue cutter's flag
" stripes." The signal flags Nos. 7 and 8, which
were used by the Royal Navy in 1746 to order a
chase both consisted of stripes.^ No. 7 consisted of
eleven horizontal stripes, viz. six red and five white.
Flag No. 8 had nine horizontal stripes, viz. red,
white, blue repeated three times, the red being
uppermost. I submit that in sailor's slang these

1 I am indebted to a suggestion made on p. 183, vol. i. No. 7 of
The Mariner s Mirror.

163

KING'S CUTTERS AND SMUGGLERS

signals would be commonly referred to as " stripes."
Consequently wluitever flags subsequently would
be used to signal a chase would be known also as
" stripes." Therefore whatever signal might be
flown in the Revenue service when chasing would
be known as " stripes " also.

But by an Order in Council of the 1st of
February 1817, the pendant and ensign were to be
thus : —

The pendant to have a red field having a regal
crown thereon at the upper part next the mast.
The ensign to be a red Jack with a Union Jack in
a canton at the upper corner next the staff, and
with a regal crown in the centre of the red Jack.
This was to be worn by all vessels employed in the
prevention of smuggling under the Admiralty,
Treasury, Customs or Excise.

Now during an interesting trial at the Admiralty
Sessions held at the Old Bailey in April of 1825,
concerning the chasing of a smuggler by a Revenue
cruiser, Lieutenant Henry Nazer, R.N., who was
commanding the cutter, stated in his evidence
that when he came near this smuggling vessel the
former hoisted the Revenue pendant at the mast-
head, which he described as " a red field with a
crown next the mast at the upper part of it."
He also hoisted the Revenue ensign at the peak-
end, the " Union at the upper corner in a red field,"
the field of the ensign being also red. It had a

Jack in the corner. This, then, was exactly in

164

CUTTERS' EQUIPMENT

accordance with the Order in Council of 1817
mentioned above.

But my own opinion relative to the firing
of the first gun is in favour of the proposition
that this was not necessarily unshotted. I shall
refer in greater detail to the actual incidents, here
quoted, on a later page, but for our present purpose
the following is strong proof in favour of this
suggestion. During a trial in the year 1 84-0 (Attor-
ney-General V. William Evans) it transpired that
Evans had entered the Medway in a smack without
heaving-to, and the following questions and answers
respectively were made by counsel and Richard
Braddy, a coastguard who at the time of the in-
cident was on duty at Garrison Fort (Sheerness): —

Question. " Is the first signal a shot always ? "

Answer. " A blank cartridge w^e fire mostly."

Q. " Did you fire a blank ? "

A. "No, because she was going too fast away
from me."

Q. " Did you hit her ? "

A. "No."

To me it seems certain from this evidence of
the coastguard that though the first signal was
" mostly " blank, yet it was not always or
necessarily so.

It was frequently discovered that smuggling

vessels lay off the coast some distance from the

shore and unshipped their cargoes then into smaller

craft by which they were brought to land, and

165

KING'S CUTTERS AND SMUGGLERS

this practice was often observed by the Naval
officers at the signal stations. Thus, these smuggling
runs might be prevented if those officers were
enabled to apprise the Admiralty and Revenue
cruisers whenever observed, so the Treasury put
themselves in communication with the Customs
Board with regard to so important a matter. This
was in the year 1807. The Admiralty were re-
quested to appoint some signals by which Naval
officers stationed at the various signal-posts along
the coasts might be able to convey information to
his JNIajesty's and the Revenue cruisers whenever
vessels were observed illegally discharging cargoes.
The Admiralty accordingly did as requested, and
these signals were sent on to the commanders of
the cutters. This, of course, opened up a new
matter in regard to the apportioning of prize-
money, and it was decided that when any vessel
or goods discharged therefrom should be seized by
any of the cruisers in consequence of information
given by signal from these stations, and the vessel
and her goods afterwards were condemned, one-
third of the amount of the King's share was to be paid
to the officer and men at the signal-post whence
such information was first communicated. The
obvious intention of this regulation was to incite
the men ashore to keep a smart look-out.

The coast signal-stations ^ had been permanently

^ See article by Captain R. Hudleston, R.N., iu The Mariner's
Mirrur, vol. i. No. 7.

166

CUTTERS' EQUIPMENT

established in the year 1795, and were paid off
at the coming of peace but re-established when
the war broke out again, permission being obtained
from the owners of the land and a code of signals
prepared. The establishment of these signal-
stations had been commenced round the coast soon
after the Revolutionary war. Those at Fairlight
and Beachy Head were established about 1795.^
Each station was supplied with one red flag, one
blue pendant, and four black balls of painted
canvas. When the Sea Fencibles, to whom we
referred some time back, were established, the
signal-stations were placed under the district
captains. This was done in March 1798, and the
same thing was done when the Sea Fencibles had
to be re-established in 1803. The signal-stations
at Torbay and New Romney (East Bay, Dunge-
ness) had standing orders, says Captain Hudleston,
to report all arrivals and departures direct to the
Admiralty.

The Customs Board advanced another step for-
ward when, in the year 1808, they considered whether
" benefit might not arise to the service by establish-
ing certain signals by which the commanders of
the several cruisers in the service of the Revenue
might be enabled to make their vessels known to
each other, on meeting at sea, or to distinguish
each other at a distance, and also to make such
communications as might be most useful, as well

* Victoria County Hist. : Sussex, vol. ii. p. 199.

167

KIxNG'S (::UTTERS AND SMUGGLERS

as to detect any deception which might be at-
tempted to be practised by the masters of vessels
belonging to the enemy, or of smuggling vessels."
They therefore consulted " the proper officers on
the subject," and a code of tabular signals was
drawn up and approved and sent to the com-
manders of the cruisers in a confidential manner.
Each commander was enjoined to pay the most
strict attention to such signals as might be
made under the regulations, and to co-operate by
every means in his power for the attainment of
the objects in view. These commanders were also
to apprise the Customs Board of any matter which
might arise in consequence thereof " fit for our
cognisance." Tliese signals were also communi-
cated to the commanders of the several Admiralty
cruisers. And we must remember that although
naval signalling had in a crude and elementary
manner been in vogue in our Navy for centuries,
and the earliest code was in existence at any
rate as far back as 1340, yet it was not till the
eighteenth century that it showed any real develop-
ment. During the early years of the nineteenth
century a great deal of interest was taken in the
matter by such men as Mr. Goodhew, Sir Home
Popham, Captain JNIarryat, and others. It was the
atmosphere of the French and Spanish wars which
gave this incentive, and because the subject was
very much in the Naval minds at that time it was

but natural that the Revenue service should

168

CUTTERS' EQUIPMENT

appreciate the advantage which its appUcation might
bestow for the prevention of smuggling.

Further means were also taken in the early
nineteenth century to increase the efficiency of the
cruisers. In 1811, in order that they should be
kept as constantly as possible on their stations, and
that no excuses might be made for delays, it was
decided that in future the Inspecting Commanders
of Districts be empowered to incur expenses up to
£85 for the repairs which a cutter might need, and
£5 for similar repairs to her boats. The com-
manders of the cruisers were also permitted to
incur any expenses up to £20 for the cutter and
boats under their command. Such expenses were
to be reported to the Board, with information as to
why this necessity had arisen, where and by what
tradesmen the work had been done, and whether it
had been accomplished in the most reasonable
manner. At the end of the following year, in
order still further to prevent cruisers being absent
from their stations " at the season of the year most
favourable for smuggling practices, and when illegal
proceedings are generally attempted," i.e. in the
dark days of autumn and winter and spring, and
in order, also, to prevent several cutters being in
the Port of London at the same time, " whereby
the part of the coast within their respective dis-
tricts would be left altogether without guard," the
commanders of these cruisers were to give warning

when it was apparent that extensive repairs were

169

KING'S CUTTERS AND SMUGGLERS

needed, or a general refit, or any other cause which
compelled the craft to come up to London.
Timely notice was to be given to the Board so
that the necessity and propriety thereof should be
inquired into. It was done also with a view to
bringing in the cruisers from their respective
stations only as best they might be spared con-
sistent with the good of the service. But they
were to come to London for such purposes only
between April 5 and September 5 of each
year. By this means there would always be
a good service of cruisers at sea during the
bad weather period, when the smugglers were
especially active.

In our quotation from The Three Cutters
in another chapter we gave the colours of the
paint used on these vessels. I find an interesting
record in the Custom House dated November 13,
1812, giving an order that, to avoid the injury
which cruisers sustain from the use of iron bolts,
the decks in future were to be fastened with
composition bolts, " which would eventually prove
a saving to the Revenue." After ordering the
commanders to cause their vessels to be payed
twice every year either with paint or bright
varnish, and not to use scrapers on their decks
except after caulking, and then only to remove the
unnecessary pitch, the instruction goes on to
stipulate the only paint colours which are to be

employed for cruisers. These are such as were

170

CUTTERS' EQUIPMENT

then allowed in the Navy, viz. black, red, white,
or yellow.

But apart from all the manifold difficulties and
anxieties, both general and detailed, which arose
in connection with these cruisers so long as they
were at sea or in the shipwrights' hands, in com-
mission or out of commission, there were others
which applied more strictly to their crews. Such
an incident as occurred in the year 1785 needed
very close attention. In that year the English
Ambassador at the Court of France had been
informed by Monsieur de Vergennes that parties
of sailors belonging to our Revenue cruisers had
recently landed near Boulogne in pursuit of some
smugglers who had taken to the shore. Monsieur
de Vergennes added that if any British sailors or
other armed men should be taken in such acts
of violence the French Government would un-
hesitatingly sentence them immediately to be
hanged.

Of course the French Government were well
within their rights in making such representations,
for natural enough as no doubt it was to chase the
smugglers when they escaped ashore, yet the
trespass was indefensible. The Board of Customs
therefore instructed their cruisers, as well as those
of the Admiralty " whose commanders are fur-
nished with commissions from this Board," to
make a note of the matter, in order that neither
they nor their men might inadvertently expose

171

KING'S CUTTERS AND SMUGGLERS

themselves to the severity denounced against them
by the French laws upon acts of the like nature.

In 1812 one of the mariners belonging to a
cruiser happened to go ashore, and whilst there
was seized by the press-gang for his Majesty's
Navy. Such an occurrence as this was highly
inconvenient not only to the man but to the
Board of Customs, who resolved that henceforth
the commanders of cruisers were not to allow any
of tlieir mariners shore leave unless in case of
absolute necessity " until the protections which
may be applied for shall have been received and in
possession of such mariners."

Another matter that required rectification
was the practice of taking on board some of their
friends and relatives who had no right to be there.
Whether this was done for pleasure or profit the
carrying of these passengers was deemed to be to
the great detriment of the service, and the Board
put a stop to it. It was not merely confined to
the cruisers, but the boats and galleys of the
Waterguard were just as badly abused. The one
exception allowed was, that when officers of the
Waterguard were removing from one station to
another, they might use such a boat to convey
their families with them provided it did not inter-
fere with the duties of these officers. So also
some of the commanders of the cruisers had even
taken on board apprentices and been dishonest

enough to have them borne on the books as able

172

CUTTERS' EQUIPMENT

seamen, and drawn their pay as such. The Board
not unnaturally deemed this practice highly im-
proper, and immediately to be discontinued. No
apprentices were to be borne on the books except
the boy allowed to all cruisers.

After a smuggling vessel's cargo had been
seized and it was decided to send the goods to
London, this was done by placing the tobacco,
spirits, &c., in a suitable coaster and despatching
her to the Thames. But in order to prevent her
being attacked on the sea by would-be rescuers
she was ordered to be convoyed by the Revenue
cutters. The commander of whatever cruiser was
in the neighbourhood was ordered " to accompany
and guard " her to the Nore or Sea Reach as the
case might be. Every quarter the cruisers were
also to send a list of the seizures made, giving
particulars of the cruiser — her name, burthen,
number of guns, number of men, commander's
name, number of days at sea during that quarter,
how many days spent in port and why, the
quantity of goods and nature of each seizure, the
number and names of all smuggling vessels
captured, both when and where. There was also
to be sent the number of men who had been de-
tained, how they had been disposed of, and if the
men had not been detained how it was they had
escaped.

" Their Lordships are induced to call for these
returns," ran the instruction, "in order to have

173

KING'S CUTTERS AND SMUGGLERS

before them, quarterly, a comparative view of the
exertions of the several commanders of the
Revenue cruisers. . . . They have determined, as
a further inducement to diligence and activity in
the said officers, to grant a reward of £500 to the
commander of the Revenue cruiser who, in the
course of the year ending 1st October 1808, shall
have so secured and delivered over to his Majesty's
Naval Service the greatest number of smugglers ;
a reward of £300 to the commander who shall
have secured and delivered over the next greatest
number, and a reward of £200 to the commander
who shall be third on the list in those respects."
That was in September of 1887.

During the year ending October 1, 1810,
Captain Gunthorpe, commander of the Excise
cutter Vipe7\ succeeded in handing over to his
INIajesty's Navy thirteen smugglers whom he had
seized. As this was the highest number for that
year he thus became entitled to the premium of
£500. Captains Curling and Dobbin, two Reve-
nue officers, were together concerned in trans-
ferring six men to the Navy, but inasmuch as
Captain Patmour had been able to transfer five
men during this same year it was he to whom
the £300 were awarded. Captain Morgan of the
Excise cutter and Captain Haddock of the Cus-
tom House cutter Stag each transferred four men
during that year.

" But my Lords," states a Treasury minute of
174

CUTTERS' EQUIPMENT

December 13, 1811, "understanding that the
nature of the service at Deal frequently requires
the Revenue vessels to co-operate with each other,
do not think it equitable that such a circumstance
should deprive Messrs. Curling and Dobbin of a
fair remuneration for their diligence, and are
therefore pleased to direct warrants likewise to be
prepared granting to each of those gentlemen the
sum of £100." In spite of the above numbers,
however, the Treasury were not satisfied, and did
not think that the number of men by this means
transferred to the Navy had been at all propor-
tionate to the encouragement which they had
held out. They therefore altered the previous
arrangement so as to embrace those cases only in
which the exertions of the cruisers' commanders
had been of an exceptionally distinguished nature.
Thus during 1812 and the succeeding years, until
some further provision might be made, it was
decided that " the sum of £500 will be paid to
such person commanding a Revenue cutter as
shall in any one year transfer to the Navy the
greatest number of smugglers, not being less than
twenty." The sum of £300 was to be paid to the
persons commanding a Revenue cutter who in any
year should transfer the next greatest number of
smugglers, not being less than fifteen. And £200
were to be paid to the commander who in one year
should have transferred the third largest, not being

less than ten." This decision was made in January

175

KINGS CUTTERS AND SMUGGLERS

of 1812, and in the following year it was directed
that in future the rewards granted to the com-
manders of the Revenue cruisers for delivering the
greatest number of smugglers should be made not
exclusively to the commanders but distributed
amonir the commander, officers, and crew accord-
ing to the scale which has already been given on
an earlier page in this volume. At the end of the
year 1813 it was further decided that when vessels
and boats of above four tons measurement were
seized in ballast and afterw^ards broken up, not
owing to their build, their construction, or their
denomination, but simply because they had been
engaged in smuggling, the seizing officers should
become entitled to 30s. a ton.

There was also a system instituted in the year
1808 by which the widows of supervisors and
surveyors of Riding officers and commanders of
cruisers were allowed £30 per annum, with an
additional allowance of £5 per annum for each
child until it reached the age of fifteen. The
widows of Riding officers, mates of cutters, and
sitters of boats specially stationed for the preven-
tion of smuggling were allowed £25 per annum
and £5 for each child until fifteen years old. In
the case of the widows of mariners they were to
have £15 a year and £2, 10s. for each child till the
age of fifteen. And one finds among those thus
rewarded Ann Sarmon, the widow, and the three

children of the commander of the Swan cutter

176

CUTTERS' EQUIPMENT

stationed at Cowes ; the one child of the mate of
the Tartar cutter of Dover; the widow of the
mate of the Dolphin of St. Ives ; the widow of the
Riding officer at Southampton ; the widow and
children of the commander of the cutter Hunter
at Yarmouth ; and likewise of the Huntei's mate.

After the 10th of October 1814 the allowance
for victualling the crews of the Revenue cruisers
was augmented as follows : — For victualling com-
mander and mate, 3s. a day each and Is. 6d. per
lunar month for fire and candle. For victualling,
fire, and candle for mariners. Is. lOd. a day each.
The daily rations to be supplied to each mariner
on board the cruisers were to consist oi \\ lbs. of
meat, \\ lbs. of bread, and two quarts of beer. If
flour or vegetables were issued the quantity of
bread was to be reduced, and if cheese were
supplied then the amount was to be reduced in
proportion to the value and not to the quantity of
such articles. And, in order to obtain uniformity,
a table of the rations as above was to be fixed up
against the fore side of the mast under the deck of
the cruiser, and also in some conspicuous place in
the Custom House.

Very elaborate instructions were also issued
regarding the use of the tourniquet, which *' is to
stop a violent bleeding from a wounded artery in the
limbs till it can be properly secured and tied by a
surgeon." The medicine chest of these cruisers
contained the following twenty articles : vomiting

177 M

KING'S CUTTERS AND SMUGGLERS

powders, purging powders, sweating powders, fever
powders, calomel pills, laudanum, cough drops,
stomach tincture, bark, scurvy drops, hartshorn,
peppermint, lotion, Friar's balsam, Turner cerate,
basilicon (for healing " sluggish ulcers "), mercurial
ointment, blistering ointment, sticking-plaster, and
lint.

In short, with its fleet of cruisers well armed and
well manned, w^ell found in everything necessary
both for ship and crew ; wdth good w^ages, the offer
of high rewards, and pensions ; with other privi-
leges second only to those obtainable in the Royal
Navy ; the Customs Board certainly did their best to
make the floating branch of its Preventive service
as tempting and efficient as it could possibly be.
And that there were not more captures of
smugglers was the fault at any rate not of those
who had the administration of these cutters.

A very good idea as to the appearance of a
nineteenth century Revenue cruiser may be ob-
tained by regarding the accompanying photo-
graphs of his Majesty's cutter Wickham. These
have been courteously supplied to me by Dr.
Robertson-Fullarton of Kilmichael, whose ancestor,
Captain Fullarton, R.N., had command of this
vessel. The original painting was made in 1806,
and shows a fine, able vessel with ports for seven
guns a-side, being painted after the manner of the
contemporary men-of-war. To facilitate matters

the central portion of the picture has been enlarged,

178

H.M. CUTTER WICKHAM

Commanded by Captain John Fullarton, R.N. From a contemporary painting
in the possession of Dr. Robertson-Fullarton of Kilmichael.

CUTTERS' EQUIPMENT

and thus the rigging and details of the Wickham
can be closely examined. It will be observed
that this cutter has beautiful bows with a fine,
bold sheer, and would doubtless possess both speed
and considerable seaworthiness essential for the
west coast of Scotland, her station being the
Island of Arran. In the picture before us it will
be seen that she has exceptionally high bulwarks and
appears to have an additional raised deck forward.
The yard on which the squaresail was carried
when off the wind is seen lowered with its foot-
ropes and tackle. The mainsail is of course
loose-footed, and the tack is seen well triced up.
Two things especially strike us. First, the small-
ness of the yard to which the head of the gafF-
topsail is laced ; and secondly, the great size of
the headsail. She has obviously stowed her work-
ing jib and foresail and set her balloon jib. When
running before a breeze such a craft could set
not merely all plain sail, but her squaresail, square-
topsail and even stun'sls. Therefore, the smuggling
vessel that was being chased must needs be pretty
fleet of foot to get away.

Campbeltown in those days was the head-
quarters of no fewer than seven large Revenue
cruisers, all being commanded by naval officers.
They were powerful vessels, generally manned by
double crews, each having a smaller craft to act
as tender, their chief duties being to intercept

those who smuggled salt, spirits, and tea from

179

KING'S CUTTERS AND SMUGGLERS

the Isle of JNIan. Tlie officers and men of the
cutters made Campbeltown their home, and the
houses of the commanders were usually built
opposite to the buoys of the respective cutters.
Tiie merits of each cutter and officer were the
subject of animated discussion in the town, and
how " old Jack Fullarton had carried on " till all
seemed to be going by the board on a coast
bristling with sunken rocks, or how Captain
Beatson had been caught off the JMull in the
great January gale, and with what skill he had
weathered the headland — these were questions
which were the subjects of many a debate among
the enthusiasts.

This Captain John Fullarton had in early life
served as a midshipman on a British man-of-war.
On one occasion he had been sent under Lord
Wickham to France on a certain mission in a
war-vessel. The young officer's intelligence,
superior manners, and handsome appearance so
greatly pleased Lord Wickham, that his lordship
insisted on having young Fullarton alone to ac-
company him ashore. After the mission was
over Lord Wickham suggested procuring him
some advancement in the service, to which
Fullarton replied, " My lord, I am sincerely
grateful for your undesired kindness, and for the
interest you have been pleased to show in regard
to my future prospects. Since, however, you have

asked my personal views, I am bound to say I

180

CUTTERS' EQUIPMENT

am not ambitious for promotion on board a man-
of-war. 1 have a small property in Scotland,
and if your lordship could obtain for me the
command of one of his Majesty's cutters, with
which I might spend my time usefully and honour-
ably in cruising the waters around my native
island of Arran, I should feel deeply indebted to
you, and I should value such an appointment
above all others."

Soon afterwards, the cutter Wickham was
launched, and Mr. Fullarton obtained his com-
mission as captain, the mate being Mr. Donald
Fullarton, and most of the crew Arran men.^

^ For these details I am indebted to the kindness of Dr. Robertson-
Fullarton, who lias also called my attention to some information in
an unlikely source — The Memoirs of Norman Mucleod, D,D., by
Donald Macleod, 1876.

181

CHAPTER X

THE INCREASE IN SMUGGLING

By an Order in Council, dated September 9, 1807,
certain rewards were to be paid to the military
for aiding any officer of the Customs in making
or guarding any seizure of prohibited " or un-
customed goods." It was further directed that
such rewards should be paid as soon as possible,
for which purpose the Controllers and Collectors
were to appraise with all due accuracy all articles
seized and brought to his Majesty's warehouse
within seven days of the articles being brought
in. The strength of all spirits seized by the
Navy or Military was also to be ascertained im-
mediately on their being brought into the King's
warehouse, so that the rewards might be immedi-
ately paid. The tobacco and snuiF seized and
condemned were ordered to be sold. But when
these articles at such a sale did not fetch a sum
equal to the amount of the duty chargeable, then
the commodity was to be burnt. Great exertions
were undoubtedly made by the soldiers for the
suppression of smuggling, but care had to be
taken to prevent wanton and improper seizures.

The men of this branch of the service were

18^

THE INCREASE IN SMUGGLING

awarded 40s. for every horse that was seized by
them with smuggled goods.

Everyone is aware of the fact that, not once
but regularly, the smugglers used to signal to
their craft at night from the shore as to whether
the coast were clear, or whether it were better
for the cutter or lugger to run out to sea again.
From a collection of authentic incidents I find
the following means were employed for signalling
purposes : —

1. The commonest signal at night was to
wave a lantern from a hill or some prominent
landmark, or from a house suitably situated.

2. To take a flint and steel and set fire to a
bundle of straw near the edge of a cliff.

3. To burn a blue light.

4. To fire a pistol.

5. The above were all night-signals, but for
day-work the craft could signal to the shore or
other craft by lowering and raising a certain sail
so many times.

There were very many prosecutions for signal-
ling to smuggling craft at many places along our
coast. A sentence of six months' imprisonment
was usually the result. Similarly, the Preventive
officers on shore used to fire pistols or burn a blue
light in signalling to themselves for assistance.
The pistol-firing would then be answered by that
of other Customs men in the neighbourhood. And

with regard to the matter of these signals by the

183

KING'S CUTTERS AND SMUGGLERS

friends of smugglers, the Attorney- and Solicitor-
General in 1805 gave their opinion to the effect
that it was not even necessary for the prosecution
to prove that there was at that time hovering off
the coast a smuggling craft, or that one was found
to have been within the limits ; but the justice
and jury must be satisfied from the circumstances
and proof that the fire was lit for the purpose of
giving a signal to some smugglers.

By the summer of 1807 smuggling in England
and Wales had increased to what the Commis-
sioners of Customs designated an " alarming
extent." An Act was therefore passed to ensure
the more effectual prevention of this crime, and
once again the Revenue officers were exhorted to
perform their duty to its fullest extent, and were
threatened with punishment in case of any dere-
liction in this respect, while rewards were held out
as an inducement to zealous action. Under this
new Act powers were given to the Army, Navy,
Marines, and Militia to work in concert with each
other for the purpose of preventing smuggling,
for seizing smuggled goods, and all implements,
horses, and persons employed or attempting to
bring these ashore. The lack of vigilance, and
even the collusion with smugglers, on the part of
Revenue officials was still too real to be ignored.
Between Dover and Rye, especially, were tobacco,
snufF, spirits and tea run into the country to a

very considerable extent. And the Government

184

THE INCREASE IN SMUGGLING

well knew that "in some of the towns on the
coast of Kent and Sussex, amongst which are
Hastings, Folkestone, Hythe, and Deal, but more
especially the latter, the practice of smuggling is
carried on so generally by such large gangs of men,
that there can exist no hope of checking it but by
the constant and most active vigilance of strong
military patrols, with parties in readiness to come
to their assistance." So wrote Mr. W. Huskisson,
Secretary of the Treasury, to Colonel Gordon in
August 1807.

The Deal smugglers went to what Mr. Hus-
kisson called " daring lengths," and for this reason
the Treasury suggested that patrols should be
established within the town of Deal, and for two
or three miles east and west of the same. And
the Treasury also very earnestly requested the
Commander-in-chief for every possible assistance
from the Army. It was observed, also, that so
desperate were these smugglers, that even when
they had been captured and impressed, they fre-
quently escaped from the men-of-war and returned
to their previous life of smuggling. To put a stop
to this the Treasury made the suggestion that such
men when captured should be sent to ships
cruising at distant foreign stations. Some idea of
the violence which was always ready to be used by
the smugglers may be gathered by the incident
which occurred on the 25th of February 1805.

On this day the cutter Tartar, in the service of the

185

KING'S CUTTERS AND SMUGGLERS

Customs, and the Excise cutter Livehj were at
10 i\.Ai. cruising close to Dungeness on tlie look-out
for smuggling craft. At the time mentioned they
saw a large decked lugger which seemed to them
indeed to be a smuggler. It stood on its course
and ev^entually must run its nose ashore. There-
upon a boat's crew, consisting of men from the
Ta7'tar and the Lively, got out their oars and rowed
to the spot where the lugger was evidently about
to land her cargo. They brought their boat right
alongside the lugger just as the latter took the
ground. But the lugger's crew, as soon as they
saw the Rev^enue boat come up to her, promptly
forsook her and scrambled on to the beach hurriedly.
It was noticed that her name was Diana, and the
Revenue officers had from the first been pretty
sure that she was no innocent fishing-vessel, for
they had espied flashes from the shore im-
mediately before the Diana grazed her keel on
to the beach.

Led by one of the two captains out of the
cutters, the Revenue men got on board the smuggler
and seized her, when she was found to contain a
cargo of 665 casks of brandy, 118 casks of rum, and
237 casks of Geneva. Besides these, she had four
casks, one case and one basket of wine, 119 bags
of tobacco, and 43 lbs. of tea — truly a very fine and
valuable cargo. But the officers had not been in
possession of the lugger and her cargo more than

three-quarters of an hour before a great crowd of

186

THE INCREASE IN SMUGGLING

infuriated people came down to the beach, armed
with firearms and wicked-looking bludgeons. For
the lugger's crew had evidently rushed to their
shore friends and told them of their bad luck.
Some members of this mob were on horseback,
others on foot, but on they came with oaths and
threats to where the lugger and her captors were

" A great crowd of infuriated people came down to the beach."

remaining. "AVe're going to rescue the lugger

and her goods," exclaimed the smugglers, as they

stood round the bows of the Diana in the darkness

of the night. The Revenue men warned them

that they had better keep off, or violence would

have to be used to prevent such threats being

carried out.

But it was impossible to expect reason from an

uncontrolled mob raging with fury and indignation.

187

KING'S CUTTERS AND SMUGGLERS

Soon the smugglers had opened fire, and ball was
whistling through the night air. The Diana was
now lying on her side, and several muskets were
levelled at the Revenue men. One of the latter
was a man named Dawkins, and the smugglers had
got so close that one villainous ruffian presented a
piece at Dawkins' breast, though the latter smartly
wrested it from him before any injury had been
received. But equally quickly, another smuggler
armed with a cutlass brought the blade down
and wounded Dawkins on the thumb. A general
engagement now proceeded as the smugglers con-
tinued to fire, but unfortunately the powder of the
Revenue men had become wet, so only one of their
crew was able to return the fire. Finding at length
that they were no match for their aggressors, the
crews were compelled to leave the lugger and
retreat to some neighbouring barracks where the
Lancashire Militia happened to be quartered, and
a sergeant and his guard were requisitioned to
strengthen them. With this squad the firing
was more evenly returned and one of the smugglers
was shot, but before long, unable to resist the
military, the smugglers ceased firing and the beach
was cleared of the mob.

The matter was in due course reported to
the Board of Customs, who investigated the affair
and ordered a prosecution of the smugglers. No
one had been captured, however, so they offered

a reward of £200. That was in the year 1805 ;

188

THE INCREASE IN SMUGGLING

but it was not till 1813 or 1814 that information
came into their hands, for no one would come
forward to earn the reward. In the last-mentioned
year, however, search was made for the wanted
men, and two persons, named respectively Jeremiah
Maxted and Thomas Gilbert, natives of Lydd,
were arrested and put on their trial. They were
certainly the two ringleaders of that night, and
incited the crowd to a frenzy, although these
two men did not actually themselves shoot, but
they were heard to offer a guinea a man to
any of the mob who would assist in rescuing
the seized property. Still, in spite of the evidence
that was brought against these men, such was
the condition of things that they were found
not guilty.

But it was not always that the Revenue men
acted with so much vigour, nor with so much
honesty. It was towards the end of the year
1807 that two of the Riding officers stationed
at Newhaven, Sussex, attempted to bribe a patrol
of dragoons who were also on duty there for
the prevention of smuggling. The object of the
bribe was to induce the military to leave their
posts for a short period, so that a cargo of dutiable
goods, which were expected shortly to arrive,
might be smuggled ashore without the payment
of the Crown's duties. For such a suggestion
to be made by Preventive men was in itself
disgraceful, and showed not merely a grossly

189

KING'S CUTTERS AND SMUGGLERS

dishonest purpose but an extraordinary failure of
a sense of duty. However, the soldiers, perhaps
not altogether displeased at being able to give
free rein to some of the jealousies which existed
between the Revenue men and the Army, did
not respond to the suggestion, but promptly
arrested the Riding officers and conducted them
to Newhaven. Of these two it was afterwards
satisfactorily proved that one had actually offered
the bribe to the patrol, but the other was acquitted
of that charge. Both, however, were dismissed
from the Customs service, while the sergeant and
soldiers forming the patrol were rewarded, the
sum of £20 being sent to the commanding
officer of their regiment, to be divided among
the patrol as he might think best.

It was not merely the tobacco, spirits, and tea
which in the early years of the nineteenth century
were being smuggled into the country, although
these were the principal articles. In addition
to silks, laces, and other goods, the number of
pairs of gloves which clandestinely came in was
so great that the manufacture of English gloves
was seriously injured.

In the year 1811 so ineffectual had been the

existing shore arrangements that an entirely new

plan was inaugurated for suppressing smuggling.

The Riding officers no doubt had a difficult and

even dangerous duty to perform, but their conduct

left much to be desired, and they needed to be

190

THE INCREASE IN SMUGGLING

kept up to their work. Under the new system,
the office of Supervisor or Surveyor of Riding
officers was abolished, and that of Inspector of
Riding officers was created in its stead. The
coast of England was divided into the following
three districts : —

No. I. London to Penzance.

No. II. Penzance to Carlisle.

No. III. London to Berwick.

There were altogether seven of these Inspec-
tors appointed, three being for the first district,
two for the second, and two for the third. The
first district was of course the worst, because
it included the English Channel and especially
the counties of Kent and Sussex. Hence the
greater number of Inspectors. Hence, also, these
three officers were given a yearly salary of £180,
with a yearly allowance of £35 for the main-
tenance of a horse. The Inspectors of the other
two districts were paid £150 each with the same
£35 allowance for a horse. In addition, the
Inspectors of all districts were allowed 10s. a
day when upon inspections, which were not to
last less than 60 days in each quarter in actual
movement, " in order by constant and unexpected
visitations, strictly to watch and check the conduct
of tlie Riding officers within their allotted station."
Under this new arrangement, also, the total
number of Riding officers was to be 120, and

these were divided into two classes— Superior and

191

KING'S CUTTERS AND SISIUGGLERS

Inferior. Their salaries and allowances were as
follows : —

First District

Superior Riding Officer ..... £.90
Inferior ,, „ ..... 75

Allowance for horse ...... 30

Second and Third Districts

Superior Riding Officer ..... £80
Inferior „ ,, . .... 65

Allowance for horse ...... 30

The general principle of promotion was to be
based on the amount of activity and zeal which
were displayed, the Superior Riding officers being
promoted from the Inferior, and the Inspectors
of Districts being promoted from the most zealous
Superior Riding officers.

And there was, too, a difficulty with regard to

the smugglers when they became prisoners. We

have already remarked how ready they were to

escape from the men-of-war. In the year 1815

there were some smugglers in detention on board

one of the Revenue cutters. At that time the

cutter's mate was acting as commander, and he was

foolish enough to allow some of the smugglers'

friends from the shore — themselves also of the

same trade — to have free communication with two

of the prisoners without anyone being present on

behalf of the Customs. The result was that one

of the men succeeded in making his escape. As a

result of this captive smugglers were not permitted

192

THE INCREASE IN SMUGGLING

to have communication with their friends except
in the presence of a proper officer. And there
was a great laxity, also, in the guarding of
smugglers sent aboard his Majesty's warships.
In several cases the commanders actually declined
to receive these men when delivered by the
Revenue department : they didn't want the rascals
captured by the cutters, and they were not going
to take them into their ship's complement. This
went on for a time, until the Admiralty sent down
a peremptory order that the captains and com-
manders were to receive these smugglers, and when
an opportunity arose they were to send them to
the flagship at Portsmouth or Plymouth.

As illustrative of the business-like methods
with which the smugglers at this time pursued
their calling, the following may well be brought
forward. In the year 1814 several of the chief
smuggling merchants at Alderney left that
notorious island and settled at Cherbourg. But
those small craft, which up till then had been wont
to run across to the Channel Isles, began instantly
to make for the French port instead. From Lyme
and Beer in West Bay, from Portland and from
the Isle of Wight they sailed, to load up with their
illicit cargoes, and as soon as they arrived they
found, ready awaiting them in the various stores
near the quays, vast quantities of " tubs," as the
casks were called, whilst so great was the de-
mand, that several coopers were kept there busily

193 N

KING'S CUTTERS AND SMUGGLERS

employed making new ones. Loaded with spirits
they were put on board the English craft, which
soon hoisted sail and sped away to the English
shores, though many there must have been which
foundered in bad weather, or, swept on by the
dreaded xVlderney Race and its seven-knot tide,
had an exciting time, only to be followed up later
by the English Revenue cutters, or captured under
the red cliffs of Devonshire in the act of taking
the tubs ashore. For the Customs Board well
knew of this change of market to Cherbourg, and
lost no time in informing their officers at the
different outports and the cruiser-commanders as
well.

A large number of the merchant-smugglers
from Guernsey at the same time migrated to
Coniris, about eight miles from Tregner, in France,
and ten leagues east of the Isle of Bas, and twelve
leagues S.S.W. from Guernsey. Anyone who
is familiar with that treacherous coast, and the
strength of its tides, will realise that in bad weather
these little craft, heavily loaded as they always
were on the return journey, must have been
punished pretty severely. Some others, doubtless,
foundered altogether and never got across to the
Devonshire shores. Those people who had now
settled down at Coniris were they who had
previously dealt with the smugglers of Cawsand,
Polperro, Mevagissey, and Gerrans. To these
places were even sent circular letters inviting the

194

THE INCREASE IN SMUGGLING

English smugglers to come over to Coniris, just as
previously they had come to fetch goods from
Guernsey. And another batch of settlers from
Guernsey made their new habitation at Roscore
(Isle of Bas), from which place goods were
smuggled into Coverack (near the Lizard), Kedg-
worth, Mount's Bay, and different places "in the
North Channel."

Spirits, besides being brought across in casks
and run into the country by force or stealth, were
also frequently at this time smuggled in through
the agency of the French boats which brought
vegetables and poultry. In this class of case the
spirits were also in small casks, but the latter were
concealed between false bulkheads and hidden
below the ballast. But this method was practi-
cally a new departure, and began only about 1815.
This was the smuggling-by-concealment manner,
as distinct from that which was carried on by force
and by stealth. AVe shall have a good deal more
to say about this presently, so we need not let the
matter detain us now. Commanders of cruisers
were of course on the look-out for suspected craft,
but they were reminded by the Board that they
must be careful to make no seizures within three
miles of the French and Dutch coasts. And that
was why, as soon as a suspected vessel was sighted,
and a capture was about to be made, some officer
on the Revenue cutter was most careful immedi-
ately to take cross-bearings and fix his position ;

195

KING'S CUTTERS AND SMUGGLERS

or if no land was in sioht to reckon the number
of leagues the ship had run since the last " fix "
had been made. This matter naturally came out
very strongly in the trials when the captured
smugglers were being prosecuted, and it was the
business of the defending counsel to do their best
to upset the officers' reckoning, and prove that the
suspected craft was within her proper and legiti-
mate limits. Another trick which sprang up also
about 1815, was that of having the casks of spirits
fastened, the one behind the other, in line on a
warp. One end of this rope would be passed
through a hole at the aftermost end of the keel,
where it would be made fast. As the vessel sailed
along she would thus tow a whole string of barrels
like the tail of a kite, but in order to keep the casks
from bobbing above water, sinkers were fastened.
Normally, of course, these casks would be kept on
board, for the resistance of these objects was very
considerable, and lessened the vessel's way. Any
one who has trailed even a fairly thick warp astern
from a small sailing craft must have been surprised
at the difference it made to the speed of the vessel.
But so soon as the Revenue cutter began to
loom big, overboard went this string of casks towing
merrily below the water-line. The cutter would
run down to her, and order her to heave-to, which
she could afford to do quite willingly. She would
be boarded and rummaged, but the officer would to

his surprise find nothing at all and be compelled

196

THE INCREASE IN SMUGGLING

to release her. Away would go the cruiser to
chase some other craft, and as soon as she was
out of the range of the commander's spy-glass, in
would come the tubs again and be stowed drip-
ping in the hold. This trick was played many a
time with success, but at last the cruisers got to
hear of the device and the smugglers were badly
caught. I shall in due season illustrate this by
an actual occurrence. What I want the reader to
bear in mind is, that whilst the age of smuggling
by violence and force took a long time to die out,
yet it reached its zenith about the middle or the
last quarter of the eighteenth century. Right till
the end of the grand period of smuggling violence
was certainly used, but the year 1815 inaugurated
a period that was characterised less by force and
armed resistance than by artfulness, ingenuity, and
all the inventiveness which it is possible to employ
on a smuggling craft. " Smugglers," says Marryat
in one of his novels, " do not arm now — the service
is too dangerous ; they effect their purpose by
cunning, not by force. Nevertheless, it requires
that smugglers should be good seamen, smart,
active fellows, and keen-witted, or they can do
nothing. . . . All they ask is a heavy gale or a
thick fog, and they trust to themselves for success."
It was especially after the year 1816, when, as we
shall see presently, the Admiralty reorganised the
service of cruisers and the Land-guard was tightened

up, that the smugglers distinguished themselves by

197

KING'S CUTTERS AND SMUGGLERS

their great skill and resource, their enterprise, and
their ability to hoodwink the Revenue men. The
wars w^ith France and Spain had come to an end,
and the Government, now that her external
troubles allowed, could devote her attention to
rectifying this smuggling evil. This increased
watchfulness plus the gradual reduction of duties
brought the practice of smuggling to such a low
point that it became unprofitable, and the increased
risks w^ere not the equivalent of the decreased pro-
fits. This same principle, at least, is pursued in
the twentieth century. No one is ever so foolish
as to try and run whole cargoes of goods into the
country without paying Customs duty. But those
ingenious persons who smuggle spirits in foot-
warmers, saccharine in the lining of hats, tobacco
and cigars in false bottoms and other ways carry
out their plans not by force but by ingenuity, by
skill.

198

CHAPTER XI

THE SMUGGLERS AT SEA

Had you been alive and afloat in June of 1802
and been cruising about near Falmouth Bay, or
taken up your position on the top of one of those
glorious high cliffs anywhere between St. Anthony
and the Dodman, and remembered first to take
with you your spyglass, you would have witnessed
a very interesting sight ; that is to say, if you had
been able to penetrate through the atmosphere,
which was not consistently clear throughout the
day. For part of it, at any rate, was hazy and
foggy just as it often is in this neighbourhood at
that time of year, but that was the very kind of con-
ditions which the smuggler loved. Between those
two headlands are two fine bays, named respec-
tively Gerrans and Veryan, while away to the
south-west the land runs out to sea till it ends in
the Lizard. A whole history could be written of
the smuggling which took place in these two bays,
but we must content ourselves with the one
instance before us.

On this day it happened that his Majesty's
frigate Fisgard was proceeding up Channel under

the command of Captain Michael Seymour, R.N.

199

KING'S CUTTERS AND SMUGGLERS

The time was three in the afternoon. In spite of
the haziness it was intermittent, and an hour
earlier he had been able to fix his position by
St. Anthony, which then bore N. by W. distant six
or seven miles. He was then sailing by the wind
close-hauled lying S.S.E.JE., in other words, stand-
ing away from the land out into mid-channel,
the breeze being steady. By three o'clock the
Fisgard had only travelled about another six or
seven miles, so that she was now about \2\ miles
from St. Anthony or just to seaward of the Lizard.
It was at this time that the frigate sighted a
smaller craft, fore-and-aft rigged and heading
N.N.W,, also on a wind, the breeze being abaft
her port, or, as they called it in those days, the
larboard-beam. This subsequently turned out
to be the cutter Flora^ and the course the cutter
was taking would have brought her towards the
Dodman. The haze had now lifted for a time,
since although the Flora was quite eight miles
away she could be descried. Knowing that this
cutter had no right to be within a line drawn
between the Lizard and Prawl Point, the Fisgard
starboarded her helm and went in pursuit. But
the Floras crew w^ere also on the look-out, though
not a little displeased that the fog had lifted and
revealed her position. When she saw that the
Fisgard was coming after her she began to make
off, bore up, and headed due North. But presently
she altered her tactics and hauled round on the

200

THE SMUGGLERS AT SEA

starboard tack, which would of course bring her
away from the land, make her travel faster be-
cause her head-sails would fill, and she hoped also
no doubt to get clear of the Prawl-to-Lizard line.
Before this she had been under easy sail, but now
she put up all the canvas she could carry.

But unfortunately the Flora had not espied
earlier in the day another frigate which was also
in the vicinity. This was the Wasso, and the
haze had hidden her movements. But now, even
though the weather was clearing, the bigger ship
had been hidden from view because she had been
just round the corner in Mevagissey Bay. And at
the very time that the Floixi was running away
from the Fisgard and travelling finely with ev^ery
sail drawing nicely and getting clear of the cliffs,
the Wasso was working her way round the Dodman.
As soon as the latter came into view she took in
the situation — the cutter Flora foaming along out
to sea and the Fisgard coming up quickly under
a mountain of canvas. So now there were two
frigates pursuing the cutter, and the Fiord's
skipper must have cursed his bad luck for being
caught in this trap. But that unkind haze was
favouring the King's ships to-day, for ere the chase
had continued much longer, yet a third frigate
came in sight, whose name was the Nymph. This
was too much for the Flora to be chased by three
ships each bigger and better armed than herself.

The Nymph headed her off, and the cutter seeing it

201

KING'S CUTTERS AND SMUGGLERS

was all up reluctantly hove-to. On examination
she was found to have a cargo of gin, brandy, and
tobacco, which she would have succeeded in run-
ning ashore had the haze not played such tricks.
However, she had done her best for three exciting
hours, for it was not until six on that wintry

The Flora with the Fisgard, Wasso, and Nymph.

evening that she was captured by the Nymph, and

if she had been able to hold on a little longer she

might have escaped in the night and got right

away and landed her cargo elsewhere before the

sun came out. But, as it was, her skipper James

Dunn had to take his trial, when a verdict was

given in favour of the King, and Dunn was fined

£200.

We must pass over the next two years and

travel from one end of the English Channel to the

202

THE SMUGGLERS AT SEA

other till we find ourselves again in Kentish
waters. The year is 1804, and the 14th of June.
On this summer's day at dawn the gun-brig
Jackal, commanded by Captain Stewart, R.N., was
cruising about to the Nor'ard of the Goodwins.
As day broke he was informed that three smug-
gling vessels had just been espied in the vicinity.
The latter certainly was not more than three miles
from the land, and it was fairly certain what their
intention was. When Captain Stewart came on
deck and convinced himself of their identity he
ordered out his boats, he himself going in one,
while one of his officers took command of another,
each boat having about half-a-dozen men on board.

We mentioned just now how important it was
in such cases as this that the position should be
defined as accurately as possible. Immediately
the boats had left the Jackal the pilot of the
latter and one of the crew on board took bearings
from the North Foreland and found the Jackal was
about 7f miles from this landmark. They also
took bearings of the position of the three smug-
gling luggers, and found these were about three or
four miles off and bore from the Jackal E. by S.

To return to Captain Stewart and the two

boats : for the first twenty minutes these oared

craft gained on the luggers owing to the absence

of wind, and the smugglers could do nothing. The

dawn had revealed the presence of the Jackal to

the smugglers no less than the latter had been

203

KING'S CUTTERS AND SMUGGLERS

revealed to the gun-brig. And as soon as the
iUieit carriers realised what was about to happen
they, too, began to make every effort to get moving.
The early morning calm, however, was less favour-
able to them than to the comparatively light-
oared craft which had put out from the Jackal,
so the three luggers just rolled to the swell under
the cliffs of the Foreland as their canvas and gear
slatted idly from side to side.

But presently, as the sun rose up in the sky, a
little breeze came forth which bellowed the lug-
sails and enabled the three craft to stand off from
the land and endeavour, if possible, to get out into
the Channel. In order to accelerate their speed
the crews laid on to the sweeps and pulled man-
fully. Every sailorman knows that the tides in
that neighbourhood are exceedingly strong, but
the addition of the breeze did not improve matters
for the Jackal's two boats, although the luggers
were getting along finely. However, the wind on
a bright June morning is not unusually fitful and
light, so the boats kept up a keen chase urged by
their respective officers, and after three hours of
strenuous rowing Captain Stewart's boat came up
with the first of these named the I.O. But
before he had come alongside her and was still 300
yards away, the master and pilot of this smuggler
and six of her crew was seen to get into the
lugger's small boat and row off to the second
lugger named the Nancy, which they boarded.

204

THE SMUGGLERS AT SEA

When the Jackal's commander, therefore, came
up with the I.O. he found only one man aboard
her. He stopped to make some inquiries, and the
sohtary man produced some Bills of Lading and
other papers to show that the craft was bound
from Emden to Guernsey, and that their cargo
was destined for the latter place.

The reader may well smile at this barefaced
and ingenuous lie. Not even a child could be
possibly persuaded to imagine that a vessel found
hovering about the North Foreland was really
making for the Channel Isles from Germany.
It was merely another instance of employing these
papers if any awkward questions should be asked
by suspecting Revenue vessels or men-of-war.
What was truth, however, was that the I.O. was
bound not to but from Guernsey, where she had
loaded a goodly cargo of brandy and gin, all of
which was found on board, and no doubt would
shortly have been got ashore and placed in one of
the caves not far from Longnose. Moreover, the
men were as good as convicted when it was found
that the spirits were in those small casks or tubs
which were only employed by the smugglers ; and
indeed never had such a cargo of spirits to
Guernsey been carried in such small-sized kegs,
for Guernsey always received its spirits in casks of
bold dimensions.

It was further pointed out at the trial that the
luggers could not have been bound on the voyage

205

KING'S CUTTERS AND SMUGGLERS

alleged, for they had not enough provisions on
board. The Solicitor-General also demonstrated
the fact that when these luggers were approached in
deep water — that is, of course after the three hours'
chase — they could not possibly have been making
for Guernsey. The farther they stood from the
shore the greater would be their danger, for they
would be likely at any hour to fall in with the
enemy's privateers which were known to be cruis-
ing not far off.

But to return to the point in the narrative
when we digressed. Captain Stewart, a quarter of
an hour before finally coming up with the /.O.,
had fired several times to cause her to heave-to,
but this they declined to do, and all her crew but
one deserted her as stated. Leaving one of his
own men on board her the naval officer, after
marking her with a broad arrow to indicate she
had been seized, went with his four remaining
men in pursuit of the second lugger, which was
rowing away with all haste, and alongside which
the I.O.s boat was lying. But, as soon as Stewart
began to approach, the men now quitted the
lugger and rowed back to the I.O. He opened
fire at them, but they still persisted, and seeing
this he continued to pursue the second lugger,
boarded her and seized her, the time being now
about 6.30 a.m.

Afterwards he waited until his other boat had

come up, and left her crew in charge of this

206

THE SMUGGLERS AT SEA

second lugger, and then rowed off to the first lugger
again, but once more the I.O.'s people deserted
her and rowed towards the shore. Undaunted he
then went in pursuit of the third lugger, but as
a breeze came up she managed to get away.
Presently he was able to hail a neutral vessel who
gave him a passage back, and at midday he re-
joined the I.O., which was subsequently taken
captive into Dover, and at a later date ordered
to be condemned. She had belonged to Deal and
was no doubt in the regular smuggling industry.

Then there was the case of the lugger Polly,
which occurred in January of 1808. Because
vessels of this kind were, from their construction,
their size, and their rig especially suitable for
running goods, they were now compelled to have
a licence before being allowed to navigate at all.
This licence was given on condition that she was
never to be found guilty of smuggling, nor to
navigate outside certain limits, the object of course
being to prevent her from running backwards and
forwards across the English and Irish Channels.
In the present instance the Polly had been licensed
to navigate and trade, to fish and to carry pilots
between Bexhill and coastwise round Great Britain,
but not to cross the Channels. To this effect her
master, William Bennett, had entered in a bond.
But on the date mentioned she was unfortunately
actually discovered at the island of Alderney, and

it was obvious that she was there for the purpose

207

KING'S CUTTERS AND SMUGGLERS

of loading the usual cargo of goods to be smuggled
into England. Six days later she had taken on
board all that she wanted, but just as she was
leavincr the Customs officer examined her licence ;
and as it was found that she was not allowed to
"go foreign," and that to go to Alderney had
always been regarded a foreign voyage, she was
promptly seized. Furthermore, as there was no
suggestion of any fishing-gear found on board it
was a clear case, and after due trial the verdict was
given for the King and she was condemned.

There is existing an interesting application
from the boat-masters and fishermen of Robin
Hood's Bay (Yorkshire) in connection with the
restrictions which were now enforced regarding
luggers. These poor people were engaged in the
Yarmouth herring-fishery, and prayed for relief
from the penalties threatened by the recent Act
of Parliament, which stipulated that luggers of a
size exceeding 50 tons burthen were made liable
to forfeiture. As their North Sea craft came
under this category they were naturally in great
distress. However the Customs Board pointed
out that the Act allowed all vessels and boats of
the above description and tonnage " which were
rigged and fitted at the time of the passing thereof
and intended for the purpose of fishing" to be
licensed.

Whenever those tubs of spirits were seized

from a smuggling craft at sea they were forwarded

208

THE SMUGGLERS AT SEA

to the King's warehouse, London, by those coast-
ing vessels, whose masters were " of known re-
spectabiHty." And by a different conveyance a
sample pint of every cask was to be transmitted
to the same address. The bungs of the casks
were to be secured with a tin-plate, and under
a seal of office, each cask being branded with the
letters " G.R.," and the quantity given at the
head of each cask. But those spirits which were
seized on land and not on sea were to be sold
by public auction. All smuggling transactions
of any account, and all seizures of any magnitude,
and especially all those which were attended by
any attempt to rescue, were to be reported separ-
ately to the Customs Board. Small casks which
had contained seized spirits were, after condemna-
tion, sometimes allowed to fall into the hands
of the smugglers, who used them again for the
same purpose. To put a stop to this it was
ordered that these tubs were in future to be
burnt or cut to pieces "as to be only fit for
firewood."

Even as early as 1782 considerable frauds were
perpetrated by stating certain imports to be of
one nature when they were something entirely
different. For instance a great deal of starch had
been imported under the denomination of flour
from Ireland. The Revenue officers were there-
fore instructed to discriminate between the two
articles by the following means. Starch " when

209 0

KING'S CUTTERS AND SMUGGLERS

in flour " and real flour could be differentiated by-
putting some of each into a tumbler of water.
If the " flour " were starch it would sink to the
bottom and form a hard substance, if it were
real flour then it would turn into a paste. Starch
was also much whiter than flour. And a good
deal of spirits, wine, tea, and tobacco brought into
vessels as ship's stores for the crew were also
frequently smuggled ashore. Particularly was
this the case in small vessels from Holland,
France, Guernsey, Jersey, and Alderney.

One day in the month of May, 1814, a fine
West Indian ship named the Ccu^oUne set sail
from the Island of St. Thomas with a valuable
cargo of dutiable goods, and in due time entered
the English Channel. Before long she had run
up the coast and found herself off" Fairlight
(between Hastings and Rye). The people on
shore had been on the look-out for this ship, and
as soon as the Caroline hove in sight a boat put
off" to meet her. Some one threw down a line
which was made fast to the boat, and from the
latter several men clambered aboard. After the
usual salutations they accompanied the master
of the ship and went below to the cabin, where
some time was spent in bargaining. To make
a long story short, they arranged to purchase
from the Caroline 25 gallons of rum and some
coffee, for which the West Indiaman's skipper

was well paid, the average price of rum in that

210

THE SMUGGLERS AT SEA

year being about 20s. a gallon. A cask of rum,
3 cwt. of coffee in a barrel and 2 cwt. in a bag
were accordingly lowered over the ship's side into
the boat and away went the little craft to the
shore, having, as it was supposed, cheated the

''The Caroline continued her course and proceeded to London."

Customs. The Caroline continued her course and
proceeded to London. The Customs authorities,
however, had got wind of the affair and the
matter was brought to a conclusion before one
of his Majesty's judges.

But East Indiamen were just as bad, if not
a great deal worse, for it was their frequent prac-
tice to arrive in the Downs and sell quantities

of tea to the men who came out from Deal in

211

KTNCrS CUTTERS AND SMUGGLERS

small craft. The conimodity could thou be kept

cither for the use of their families and sold to

their immediate friends, or sent up to London

by the " dulfers " in the manner we spoke of in

an earlier chapter. Tn the instances when spirits

were smui^gled into the country there was usually

some arrangement between the publicans and the

smugglers for disposing of the stuff. But, you

may ask, how did the Deal boatmen manage to

get the tea to their homes without being seen

by the Customs officers ? In the ffrst place it was

always difficult to prove that the men really were

snuigglers, for they would be quite Avide-awake

enough not to bring obvious bales ashore ; and,

secondly, the Deal men had such a reputation as

desperate characters that no officer, unless he was

pretty sure that a smuggling transaction was being

carried on and could rely, too, on being well

supported by other Customs men and the soldiers,

would think of meddling in the matter. But,

lastly, the men who came ashore from the East

Indiamen had a smart little dodge of their own

for concealing the tea.

The accompanying picture is no imaginary

instance, but is actually taken from an official

document. The ffgure is supposed to represent

one of these Deal boatmen, and the numerals

will explain the methods of secreting the tea.

(1) Indicates a cotton bag which was made to

fit the crown of his hat, and herein could be

212

THE SMUGGI.ERS AT SEA

carried 2 lbs. of tea. He would, of course, have
his hat on as he came ashore, and probably it
would be a sou'wester, so there would be nothing
suspicious in that. (2) Cotton stays or a waist-

4- iHIdH PlliCirS.

How the Deal Boatmen used to Smuggle Te:i Ashore.

coat tied round the body. This waistcoat was
fitted with plenty of pockets to hold as much
as possible. (3) This was a bustle for the lower
part of the body and tied on with strings. (4)
These were thigh-pieces also tied round and worn
underneath the trousers. When all these con-
cealments were filled the man had on his person

as much as 30 lbs. of tea, so that he came ashore

ai3

KING'S CUTTERS AND SMUGGLERS

and smuggled with impunity. And if you mul-
tiply these 30 lbs. by several crews of these Deal
boats you can guess how much loss to the
Revenue the arrival of an East Indiamen in the
Downs meant to the Revenue.

Another old dodge, tliough different in kind,
was employed by a smuggling vessel when at sea
and being chased towards evening, or on one of
those days when the atmosphere is hazy or foggy.
To prevent her canvas being a mark against the
horizon, the lugger would lower her sail, and her
black hull was very difficult to distinguish in the
gathering gloom. This happened once when the
smuggling cutter Gloire, a vessel of 38 tons
burthen belonging to Weymouth, was being chased
about midnight in January of 1816 by the
Revenue cutter Rose. The smuggler had hoped
to have been able to run his goods ashore at
Bowen Bottom, Dorset, but the Rose was too
smart for him, launched her galley, and seized her
with a full cargo of half-ankers.

214

CHAPTER XII

THE WORK OF THE CUTTERS

If the reader will carry his mind back to 1787 he
will recollect that in this year we saw a reforma-
tion in the system of the Revenue cruisers, and the
practice of employing hired craft was discontinued.
This reformed system went on until the year 1816,
when a highly important change occurred in the
administration of these vessels.

On the 5th of April in that year all the
Revenue cruisers which previously had been under
the control of the Board of Customs now passed
into the hands of the Admiralty. The general
object was to adopt more effectual means for put-
ting a stop to the smuggling, and these vessels
were of course to be employed in co-operation
with the ships of his Majesty's Navy afloat and
the Revenue officers on shore. Due notice was
accordingly sent from the Customs office informing
the commanders of cruisers that they were to place
themselves under the orders of the Admiralty in
the future. But the cost of these cruisers was
still to be borne by the Customs as before.

It may seem a little curious that whereas the

Board of Customs had controlled these vessels for

215

KING'S CUTTERS AND SMUGGLERS

about a hundred and fifty years this sudden cliange
sliould have been made. But, primarily, any
customs organisation must belong to the shore.
The employment of cruisers was in its origin really
an afterthought to prevent the Crown being
cheated of its dues. In other words, the service of
sloops and cutters was a kind of off-shoot from the
service on land It was only because the smug-
gling was so daring, because the Crown was so
regularly robbed that some means of dealing with
these robbers on sea and on even terms had to
be devised. But, of course, with the Admiralty
the case was quite different. For long centuries
that department had to deal with ships and every-
thing therewith connected. Therefore to many it
seemed that that department which controlled the
Navy should also control that smaller navy com-
prised by the Revenue cruisers.

At this date we must recollect that the Battle
of Waterloo had been won only a few months,
that once and for all Napoleon had been crushed
and broken, that at last there had come peace and
an end of those wars which had seemed intermin-
able. From this return of peace followed two
facts. Firstly, the European ports were now
opened afresh not merely to honest traders, but to
the fleets of smugglers who could go about their
work with greater safety, with less fear of being
captured by privateers. Thus it was most prob-
able that as the English Channel was now

216

THE WORK OF THE CUTTERS

practically a clear sphere there would be a re-
newed activity on the part of these men. But,
secondly, it also followed that the Admiralty,
charged no longer with the anxiety and vigilance
which a naval war must bring with it, was free to
devote its manifold abilities, most especially in
respect of organisation, for the benefit of the
Revenue department. At one and the same time,
then, there was the chance of greater smuggling
activity and a more concentrated effort to put
down this smuggling.

Furthermore, inasmuch as the wars had ended
the Navy needed fewer men. We know how it
was in the case of Naval officers, many of whom
found themselves unemployed. But it was not
less bad for the seamen, many of whom had
drifted into the service by the way we have seen
— through being captured smuggling and then
impressed. Returned once more to their native
haunts after long separation, was it likely that
having done so much roving, fought so many
battles, sailed so many miles, passed through so
many exciting incidents that they would quietly
take to tilling the fields or gathering the crops ?
Some, no doubt, did ; others applied themselves to
some other industries for which they were fitted.
But there were very many who went back to the
occupation of the smuggler. They had heard the
call to sea, and since fishing was in a bad way

they must resume running illicit cargoes again.

217

KING'S CUTTERS AND SMUGGLERS

Agriculture and the like have few fascinations for
men who have fought and roamed the sea most
of their lives. So when some enterprising rascal
with enough ready capital came along they were
more than prepared to take up the practice once
more.

That was how the matter was viewed from
their side. But the Government were determined
that an evil which had been a great worry for at
least a century and a half of English history should
be stamped out. The only way was to make the
smuggling unprofitable. Inasmuch as these men
for the most part made their profits through being
able to undersell the fair trader (because there
were no Custom duties paid) the most obvious
remedy would have been to lower the rates of
import duties. But since that was not practicable,
the only possible alternative was to increase the
dangers and risk to which a smuggler must expose
himself.

And instantly the first step, then, must be
towards establishing " such a system of discipline
and vigilance over the Revenue cruisers and boats
as shall give the country the benefit of their
constant and active services." These smuggling
pests must be sought out, they must never be
allowed to escape, to laugh defiantly at the Crown's
efforts, and they must be punished severely when
captured. It was therefore deemed by the Trea-
sury that there would be a greater efficiency

218

THE WORK OF THE CUTTERS

in these cruisers if " put under naval watchful-
ness and discipline, controlled by such authority
as the Department of the Admiralty may think
fit."

The change came about as stated, and the
Admiralty retained in the service those officers and
crews of the Rev^enue cruisers as by length of
service and in other ways had shown that they
were fit and efficient. Those, however, who had
grown too old for the work were superannuated.
Similarly, with regard to the Preventive boatmen,
these were also taken over by the Admiralty, but
here, again, only those who were capable were
accepted, while for the others " some moderate
provision " was made.

On the last day of July in that year were sent
out the regulations which the Admiralty had
drawn up respecting the salaries, wages, victualling,
&c., of the Revenue cruisers. These may be
summarised as follows, and compared with rates
which have been given for previous years. They
were sent addressed in each case to the *' Com-
mander of His Majesty's Cruiser employed in the
prevention of smuggling."

And first as to payment :

(I.) Cruisers of the First Class, i.e. of 140 tons
burthen and upwards.

Commander to have . . . <£150 per annum

1st Mate „ ... 80 „

2nd Mate „ ... 45 „

219

KING'S CUTTERS AND SMUGGLERS

(II.) CiiuisKRS OF THE Second Class, i.e. of 100 tons and
npwai'ds but under 140 tons.

Commander to have . . . £130 per annum

1st Mate „ . . . 70 ,,

2nd Mate „ ... 40 „

(III.) Cruisers of the Third Class, i.e. of less
than 100 tons.

Commander to have . . . £110 per annum

1st Mate „ . . . 60 „

(No 2nd Mate)

The wages of the following persons were to
remain the same in all classes, viz. :

Deputed Marhiers . . £2 8s. per lunar month

Seamen .... 20 v jj

Boys . . . . 10 0 per annum

Muster books were ordered to be kept regu-
larly, and the sum of Is. 6d. was allowed to the
commander a day for each man borne on the books
and actually victualled, to provide for the following
proportion of provisions : — 1 J lbs. of meat, 1 J lbs.
of bread, J gallon of beer. The commander was also
allowed 3s. a day for his own victuals, and a like sum
for each of his mates. Allowance was made for a
medicine chest to the extent of £3 annually. All
expenses of pilotage were to be paid by the Navy,
"but the commanders and mates are to make
themselves acquainted with the coasts, &c., and
no general pilot will be allowed for more than
two months after a cruiser's arrival on any new

station."

220

THE WORK OF THE CUTTERS

And there is now a notable innovation, which
marked the advent of a new age. Instead of the
prevaiHng hempen cables with which these cruisers
had been supplied and had been in use for cen-
turies among our ships, these cutters were ordered
to be furnished with chain cables " in order that
the vessels may have the less occasion for going
to a King's Port to refit or make purchases."
If a man were injured or became sick whilst
in the service so as to need surgical aid, the
expense was to be allowed. And in order still
further to make the cruisers independent of the
shore and able to offer no excuse for running into
harbour they were ordered never to proceed to
sea without three weeks' provisions and water.
As to the widows of mariners, they were to receive
£10 per annum.

So much, then, for the new conditions of ser-
vice in these Revenue craft as undertaken by the
Admiralty. Let us now obtain some idea of the
duties that were attached to these officers and
vessels. The commanders were directed by the
Admiralty to make themselves familiar with the
Acts of Parliament for the prevention of smuggling,
Orders in Council, Proclamations, &c., and to obey
the instruction of whatever admiral they were
placed under, as also the commanders of any of his
Majesty's ships whom they might fall in with
" diverting you from the cruise on which you are
employed."

221

KING'S CUTTERS AND SMUGGLERS

Each commander was assigned his own particu-
lar station for cruising, and he was never to lie
in any harbour, bay, or creek unless by stress of
weather or other unavoidable necessity. He was
to keep a look-out for vessels of a suspicious
appearance, which, in respect of size and build,
appeared to be adapted for smuggling. Especially
was he to look out for French craft of this descrip-
tion. Having arrested them he was to hand them
over to the nearest man-of-war. He was also to
keep a smart look-out for the smugglers' practice
of sinking goods and afterwards creeping for them.
The cruisers were to visit the various creeks and
bays ; and whenever weather permitted the com-
mander was to send a boat and crew to examine
such places at night. And, if necessary, the crew
were to remain there until the cruiser came to
fetch them back in the morning.

Care was to be taken that the smugglers them-
selves no less than their craft and goods were to
be captured, and the commanders of these cruisers
were to co-operate with the Land-guard and keep
in close touch with the Riding officers ashore as
well as the ^Sitters of Preventive boats, and to
agree upon a code of signals between them, as, for
example, by making false fires at night or the
hoisting of proper colours in the different parts of
the vessel by day, so that the shore officers might
be informed of any suspicious vessels on the coast.

These cruisers were also to speak with all the ships

222

THE WORK OF THE CUTTERS

with which they fell in, and to direct any ships
subject to quarantine to proceed to quarantine
stations. And if they came across some merchant-
man or other vessel, which they suspected of
smuggling, the cruiser was to accompany such
craft into port. And they were enjoined to be
particularly careful to guard East India ships to
their moorings, or until, the next station having
been reached, they could be handed over to the
next cruiser.

The commanders of the cruisers were also to be
on their guard against the practice in vogue among
ships that had been to Holland and France with
coals, for these craft were especially prone on
their return to putting dutiable goods into light
craft from London, or on the coast, but chiefly
into cobbles or small fishing craft at sea. And
even when it should happen that a cruiser had to
be detained in port for repairs, the commander
was to spare as many officers and seamen as
possible and to employ these in keeping a regular
watch on the high grounds near the sea, so as to
watch what was passing, and, if necessary, despatch
a boat and part of the cruiser's crew. The com-
manders were reminded that the cruisers were not
to wear the colours used in the Royal Navy, but
to wear the same ensigns and pendants as pro-
vided by the Revenue Board under 24 Geo. IH.
c. 47, sect. 23.

On a previous page we went into the matter
223

KING'S CUTTERS AND SMUGGLERS

of firing at the smuggling craft with shotted or
with unsliotted guns. Now among the instruc-
tions which were issued by the Admiralty on taking
over these Revenue cruisers was the clear order
that no officer of a cruiser or boat was justified
in shooting at a suspected smuggling vessel until
the former shall have first hoisted his pendant and
ensign, nor unless a gun shall have been first fired
as a signal. The date of this, of course, was 1816.
But among the documents preserved at the Swan-
sea Custom House there is an interesting letter
dated July 1806, written by the Collector to Mr.
Hobhouse, stating that a INIr. Barber, the sailing-
master of the Cleveland, had been committed for
trial on a charge of wilful murder, he having fired
a shot to cause a boat to bring-to and thus killed
a man. This, taken in conjunction with the
testimony of the Sheerness Coastguard, to which
I alluded by anticipation and shall mention
again, seems to me fairly conclusive that in
pj'actice at least there was no fixed rule as to
whether the first gun were shotted or unshotted.
At the same time the above quoted instruction
from the Admiralty, although loosely worded,
would seem to have meant that the first gun was
merely to be of the nature of a warning signal and
no shot fired in this first instance.

And then, again, among these instructions
cropped up the reminder that in times past com-
manders of cruisers had not been wont to keep

224

THE WORK OF THE CUTTERS

the sea in bad weather — a period when the condi-
tions were most favourable for smugglers — but
now the Admiralty remarked that if the com-
mander should be deficient in " this most essential
part of your duty " he would be superseded.
On the west coasts of England and Scotland
especially some of the commanders had been
accustomed in former years to pass the night in
some harbour, bar, or creek instead of cruising on
their station and counteracting the designs of the
smugglers, " who will always prefer the night time
for carrying on his operations." Consequently the
Admiralty now strictly charged the commanders
to cruise during the night, and no matter of private
concern must serve as a pretext for any inter-
mission.

They were also to maintain a regular com-
munication with the commander of any other
vessel with which they had been instructed to
cruise in concert. And cruisers were to be
furnished with the laws relative to smuggling and
not to exceed the powers vested in the com-
manders by law. As to any un-Customed or
prohibited goods these were to be secured in
the King's Warehouse at the next port, and
care was to be taken that these goods remained
undamaged or pilfered by the crew. And after
the goods had been thus put ashore both the
commander and mate were carefully to search

the smuggling vessel, the boxes, and bedding of

225 p

KING'S CUTTERS AND SMUGGLERS

her crew to sec if anything had been kept
back.

Whenever a vessel was seized at sea precau-
tions must be taken to ascertain the distance from
the shore " by causing two points of land to be
set, and the bearings thereof to be noted by two or
more of your officers and mariners who are ac-
quainted with those points of land, so that each of
them may be in condition to swear to the bear-
ings from the note taken by him at the time, to be
produced by him upon the trial of the vessels."

Any papers found on board the smuggling
craft were immediately to be initialled by the
persons present, and no cruiser or any of her boats
should be employed in carrying passengers or
pleasure parties. The commander and mate were
to keep separate journals of all the proceedings of
the cruiser relating to wind and weather, bearings,
and distances from the land, soundings, &c., every
twenty-four hours so that the admiral could tell
whether the cruisers had used every exertion to
suppress smuggling, or had been negligent and
slack in their duties. For this purpose the twenty-
four hours were divided into three parts thus : —
Midnight to 8 a.m., 8 a.m. to 4 p.m., and 4 p.m. to
midnight. In each of these three divisions the
commander was to fix his position by cross-
bearings and soundings if in less than 30 fathoms.
This was to be done a little before sunrise, at noon,
and a little before sunset, provided that if the land

THE WORK OF THE CUTTERS

were not seen or the cruiser be chasing a vessel,
this fact was to be noted in the journal, and the
bearings and soundings were to be taken whenever
the land should be seen. An exact copy of this
journal was to be sent after the end of each month
to the admiral under whose command the cruiser
happened to be placed.

The table on p. 228 is an example of the journal
of one of these craft, and will show instantly the
kind of record which was kept.

On the 1st of January, 1817, the Preventive
boats were put under the control of Captain
Hanchett, R.N., who was known as the Con-
troller-General of the Preventive Boat Service.
There was an effort made also in this department
to obtain increased efficiency. And the following
articles were ordered to be supplied to each Pre-
ventive boat : — one small flat cask to hold two
gallons of fresh water, one small water-tight
harness cask to hold provisions, one chest of
arms and ammunition, one Custom House Jack,
two " spying-glasses " (one for the watch-house,
the other for the boat), one small bucket for
baling, one " wall piece," forty rounds of cartridges,
thirty muskets or carbines, preference being given
to carbines with musket-ball bore where new ones
are to be purchased, twenty light pistols, balls in
proportion to the above, bayonets, cutlasses,
pouches, tucks, small hand hatchets for cutting
away rigging, musket flints, pistol flints, a set

227

KING'S CUTTERS AND SMUGGLERS

o
o
O

Cruising in station
spoke a vessel from the
Baltic laden with hemp,
&c., but sea running
high, did not board her.
Saw H.M. sloop Chero-
kee to the N.E. at 9 a.m.

a;
3

bJO

o
o

Lost sight of the
Cherokee standing off
and on in St. Andrews
Bay. Sent out the boat
with Mr. Jones, second
mate, to visit the creeks.

Soundings

Fathoms.

S
o

1— (
H

Bearings
AND Dis-
tances IN
Miles.

W.N.W. 9
miles

S.W. by S.
12 miles

W.N.W. 5

miles

S.W. by W^

6 iniles

S. by E. 8^

miles
E. by S. 9

miles

Q
;z;

Red Head

Light, Bell
Rock

Fifeness
Isle of May

CO 1j

S -ti 9

At Sea

OR IN

Port.

+-)

a
u

o
2?

Day of the

Week and

Month.

July
Monday
1st., Morn-
ing or first

part

Noon or

second

part

Evening

or third

part

^28

THE WORK OF THE CUTTERS

of implements for cleaning arms, a set of rum-
maging tools, and a dark " lanthorn." With this
full inventory these open, oared boats could go
about their work for long spells in bays, up creeks
and estuaries, on the prowl for the smugglers
by night.

Whenever any vessels were seized and con-
demned a full, descriptive account was sent to
London regarding their size, breadth, depth,
burthen, age, where built, draught, scantlings,
the nature of the wood, how fastened, whether
the craft appeared strained, how many guns she
carried, what was the probable expense of having
her refitted, how long she would last when this
had been done, whether she had the reputation
for rowing or sailing quickly, and what was her
value. If it was recognised that she was a ser-
viceable vessel she was not to be destroyed but
employed in the Preventive service.

Among the names of the Revenue cutters
about this time were the Scorpion, Enchantress,
Jacobus, and Rattlesnake. There was a good deal
of smuggling now going on in Essex, and the
last-mentioned was employed to watch the river
Blackwater in that district. Lieutenant Neame,
R.N., was also ordered to proceed to the Black-
water with the lugger Fortune, and arrived there
to take charge of the Rattlesnahe. This was in
September 1818 ; and here let us remark that
although the Preventive Water-guard originally

KING'S CUTTERS AND SMUGGLERS

had charge of the whole coast of England, yet
a few months before the above date — it occurred
actually in July 1817 — the staff between the
North and South Forelands was withdrawn, and
this part of the coast was placed under the charge
of the Coast Blockade, Under the arrangement
of 18 IG, when the cruisers had been put under
the care of the Admiralty, the Preventive Water-
guard had come under the authority of the Treasury,
but now, in 1817, came the change mentioned.
Towards the close of 1818 this Coast Blockade,
instead of being confined merely to that coast
between the two Forelands, was extended till it
reached on the one side Shellness by the mouth
of the East Swale, and on the other right away
down Channel to Cuckmere Haven (between
Newhaven and Beachy Head).

The history of this change may be summed
up as follows. It was suggested in the year
1816 by Captain M'Culloch of H.M.S. Ganymede
(which was one of the vessels employed in the
prevention of smuggling between Dungeness and
North Foreland) that it would be advantageous
to land the crews of the vessels employed on
the cruisers and Naval ships engaged in preventing
smuggling. The men were to be put ashore
every day just after sunset and so form a guard
along the coast during the night. In the morning,
just before sunrise, the men were to be put on

board their ships once more. So the experiment

230

THE WORK OF THE CUTTERS

was tried and was found to be so successful that
this method of guarding the coast was adopted
by a Treasury Minute of June 19, 1817. The
district between the Forelands was assigned to
Captain M'Culloch, who had with him the officers
and crew of H.M.S. Sevei^n. Those boats and
men which had belonged to the Preventive ser-
vice stationed between the Forelands were with-
drawn, and the entire protection of this district
was left to Captain M'CuUoch's force. This
was known as the Coast Blockade, and was after-
wards extended as just mentioned to Sheppey
and Seaford.

If we may anticipate for a moment in order
to preserve continuity, let us add that in the year
1821 this span of coast was divided into three,
each division being subdivided into four districts.
The divisions were under the superintendence of
a senior lieutenant, a midshipman, one petty
officer of the first class and one of the second.
The districts, on the other hand, were under the
superintendence of a junior lieutenant. The men
were divided into parties of ten, each party having
about a mile of coastline, and guard-houses were
established along the coast at a distance of about
every four miles. The seamen volunteered into the
service, and, if found effective, of good character,
but had no relatives in the neighbourhood, they
were accepted. The object of this last condition

was to prevent their showing any sympathy with

231

KING'S CUTTERS AND SMUGGLERS

the smuffMers of the district. These men under-
took to serve for three years, and for payment of
wages they were borne on the books of any of his
Majesty's ships.

We can thus see how gradually the influence
of the Admiralty had been exerted over the Pre-
ventive work which had been carried on by the
Customs. There are then three steps. First in
assisting the Revenue cruisers, and, lastly, by taking
charge of the Land-guard. The proof of the wisdom
of this change was seen in results, for the Revenue
derived better protection because of the Admiralty
influence. There was better discipline, greater
activity, and a smarter look-out was kept. Thus it
came about that in that very south-eastern district
which had been for so long a time notorious for its
nefarious trade, the smugglers found their calling
a very difficult one. And both these changes in
respect of cruisers and Land-guard had been made
certainly not with the enthusiastic support of the
Board of Customs, who had indeed expressed their
doubts as to whether such a transformation were
prudent.

Some idea of the number of his Majesty's

ships and vessels which were employed in the

prevention of smuggling in the year 1819 may

be gathered from the following list. It should,

however, be mentioned that these did not include

the numbers of Custom House cruisers which

the Admiralty had begun to control, but were

232

THE WORK OF THE CUTTERS

actually the Naval ships which aided those of the
Revenue : —

Plymouth supplied 10 ships and 4 tenders
Portsmouth ,, 8 ,, 3 „

Sheerness ,, S „ 2 „

Leith „ 7 ,, 1 tender

Ireland ,, 12 ,, 1 „

at a total cost of £245,519. But it should also be
borne in mind that these ships of the Navy, or at
any rate by far the greater number of them, would
have been in commission whether employed or not
in the prevention of smuggling, and in certain
cases these ships were employed in the Preventive
service for only a part of the year. Without the
Revenue cutters the Navy could not possibly have
dealt with the smugglers, and this was actually
admitted in a Treasury Minute of January 15,
1822. The total number of Revenue cruisers
employed in Great Britain and Ireland during the
year 1819, as distinct from the ships of the Royal
Navy, amounted to 69. The following year this
number had increased to 70. These were appor-
tioned thus : —

20 under the Commander-in-Chief at Sheerness

11 ,, „ ,, ,, Portsmouth
14 „ „ „ „ Plymouth

12 „ „ „ „ Leith
11 were employed in Ireland

2 were employed by tlie Commissioners of Customs

233

KING'S CUTTERS AND SMUGGLERS

To sum up then with regard to the Preventive
Water-guard, let us state that this had been consti-
tuted in 1809 to supplement the efforts of the
cruisers and Riding officers, the coast of England
and Wales being divided into three parts, and
placed under the control of Inspecting Commanders.
Under this arrangement were included the Revenue
cruisers themselves. Then in 1816 the Admiralty
had taken over these cruisers from the Preventive
AVater-guard, and the following year the Coast
Blockade had taken over that portion of the coast
between the Forelands, to be extended in 1818 to
Shellness and Seaford respectively.

The sphere of activity on the part of the Pre-
ventive Water-guard was thus by the year 1819
considerably curtailed, and from the instructions
which were now issued to the Inspecting Com-
manders we can see how the rest of the coastline
other than that section just considered was dealt
with. Each station consisted of one chief officer,
one chief boatman, two commissioned boatmen,
and four established boatmen. There was a six-
oared boat with her rudder and wash-boards —
" wash-streaks " they are officially called — a five-
fathom rope as a light painter, eight good ash oars,
two boat-hooks. She was a sailing craft, for she
was provided with a fore-mast, main-mast, and
mizzen-mast, with " haul-yards," travellers, down-
hauls, sheets, &c. Her canvas consisted of foresail,

mainsail, and mizzen with a yard for each. She

234

THE WORK OF THE CUTTERS

carried also a jib, the casks for water and provisions,
a boat's " bittacle " ( = binnacle), with compass and
lamp. She was further furnished with a couple of
creeping irons for getting up the smugglers' kegs,
a grapnel, a chest of arms and ammunition, the
Custom House Jack and spy-glass as already
mentioned.

This vessel was rigged as a three-masted lugger
with a jib. There is no mention of a bowsprit, so
either one of the oars or a boat-hook would have
to be employed for that purpose. In addition to
this larger boat there was also on the station a
light four-oared gig fitted with mast, yard (or
*' spreet "), a 7 lb. hand lead, 20 fathoms of line for
the latter, as well as ballast bags to fill with stones
or sand. If the established crews were inadequate
during emergency extra men could be hired. The
boats were painted twice a year, but " always to be
completed before the bad weather sets in, and the
colours to be assimilated as near as possible to those
used by the natives and smugglers which frequent
the coast which are least conspicuous."

If any of the established boatmen intermarried
with families of notorious smugglers the Inspect-
ing Commander was to send information to the
Controller-General. Furthermore, no one was to
be appointed to any station within twenty miles
of his place of birth or within twenty miles of the
place where he had resided for six months previous
to this appointment.

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KINCx'S CUTTERS AND SMUGGLERS

The name, colour, rig, and other description of
any vessel about to depart on a smuggling trip or
expected to arrive with contraband goods on the
coast were to be given by the Inspecting Com-
mander both to the admirals commanding the
men-of-war off the coast in that neighbourhood,
to the captains and commanders of any men-of-war
or Revenue cruisers, and also to the Inspecting
Commander of the Preventive Water-guard on
either side of him. And in order to keep the men
up to their duties the Preventive stations were to
be inspected often, and at certain times by day and
night. The Inspecting Commanders were to per-
form their journeys on horseback and to proceed
as much as possible by the sea-coast, so as to be-
come well acquainted with the places where the
smugglers resort.

The officers and boatmen were ordered to reside
as near their duty as possible and not to lodge in
the houses of notorious smugglers. Officers and
men were also to be private owners of no boats
nor of shares in public-houses or fishing-craft. The
Inspecting Commanders were to report the nature
of the coast, the time, the manner, and the method
in respect of the smuggling generally carried on
in the district. If there were any shoals or rocks,
not generally laid down or known, discovered when
sounding to possess a diffisrent depth of water, or
if anything should occur which might be useful
for navigating the coasts of the kingdom, then cross

236

THE WORK OF THE CUTTERS

bearings were to be taken and noted. These men
were also to render every assistance in case of
wrecks and to prevent goods being smuggled there-
from into the country. If any of these Preventive
boatmen were wounded in fighting with a smuggler
they were to be paid full wages for twenty-eight
days or longer, and a reasonable surgeon's bill
would be also paid.

And to prevent any possible excuse for dis-
continuing a chase, the boat was never to leave the
beach without the two-gallon keg of fresh water.
And to prevent any obvious possibility, this boat
was never to be left by day or night without one
of the boat's crew to guard it. The latter was
always to have ready some sort of floating buoy,
" loaded at one end and a piece of bunting at the
other," for marking the place where goods might
be thrown overboard in a chase. The Inspecting
Commanders were also to be on their guard against
false information, which was often given to divert
their attention from the real place where the
smuggling was occurring.

"As night is the time when smugglers
generally run their cargoes, it is expected that the
boat, or her crew, or the greater part of them will
be out, either afloat or on land, as often as circum-
stances will permit, which must be, at least, five
nights a week." They were ordered generally to
co-operate with the Revenue cruisers and to keep

a journal of all proceedings. When out at night

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KING'S CUTTERS AND SMUGGLERS

time they were to have a candle and " lanthorn "
in the boat as well as the boat's " bittacle," and
not to rummage a vessel without the candle being
carefully secured in the lanthorn to prevent acci-
dent by fire. All suspicious ships were to be
rummaged, and whenever the weather would not
permit of the boat keeping the sea, the crew and
Inspecting Commander were to keep a look-out
by land. Even as late as 1819, when the great
wars had come to an end, it was found that the
transfer of smugglers to the Navy had continued
to be the most effectual means of protecting the
Revenue. The sum of £20 was granted for each
smuggler taken, and this was paid to the individual
or individuals by whom or through whose means
the smuggler was absolutely secured, and it was
not to be paid to the crew in general. But when
chasing a smuggling craft, whether by night or
day, they were not to fire at the delinquents until
the Custom House Jack had been displayed. The
salary of each Inspecting Commander, it may be
added, was now £200 per annum and £60 for the
first cost and upkeep of an able horse.

238

CHAPTER XIII

THE PERIOD OF INGENUITY

Just as there had been a great improvement in
the reorganisation brought about by the advent of
the Coast Blockade, so the Preventive service on
shore generally was smartened up. That this was
so is clear from the existing correspondence. For
instance, five more Preventive boats were to be
stationed between Shellness and Southwold, and
three between Cuckmere Haven and Hayling
Island ; another boat was sent to Newton (York-
shire), another to Dawlish (Devonshire), and
another to Happisburgh (Norfolk) or, as it was
then spelt, Hephisburg.

Some idea of the activity of the cruisers may
be seen from the number of smugglers which these
craft had been able to capture. The reader will
recollect that during the year ending October 1,
1810, the highest number of smugglers handed
over to the Navy was thirteen, and this was done
by Captain Gunthorpe of the Excise cutter Viper.
He thus became entitled to the sum of £500. It
will be remembered also that it was afterwards

decided that, beginning in 1812, £500 would be

239

KING'S CUTTERS AND SMUGGLERS

paid only if the number captured was not less than

twenty. But now from a Treasury JNlinute of

October 20, 1818, we find that, although the former

number of captures was over thirteen, it was just

under twenty. And, here again, Captain Matthew

Gunthorpe, this time commanding the Excise

cutter Vigilant, and Captain Robert Hepburn of

the Excise cutter Regent, in the year 1816 seized

nineteen smugglers each, or a total of thirty-eight.

As neither captain had reached the twenty and

both were equal, it was decided to add the second

and third rewards together {i.e. £300 plus £200)

and to give £250 to Captain Gunthorpe, officers

and crew, and £250 to Captain Hepburn, officers

and crew. And there is on record at this time a

memorial from one W. Blake, the son of W. Blake,

senior. The last-mentioned had been commander

of the cutter Nimble, but was drowned in 1816.

His son now prayed for the reward of £300 to be

paid to the family of the deceased, as he had

captured sixteen smugglers.

After the Admiralty had taken over the Revenue

cruisers they did not neglect to sanction a pension

system, and the following scheme was embraced : —

Commanders of cruisers on retiring were to have

from £91, 5s. to £155, 2s. 6d. per annum, according

to their length of service; and for any wound

received they were to have an additional £91, 5s.

per annum. First mates were pensioned after five

years' service at the rate of £35 a year, but after

240

THE PERIOD OF INGENUITY

thirty years' service they were to have £85 a year
as pension. And so it was arranged for all ratings
down to the boys. The widow of a commander
killed or drowned in the service was allowed £65
a year.

And now that we are in that period after the
year 1815 we must not fail to bear in mind that
this is the epoch when the smugglers were using
ingenuity in preference to force. The busiest part
had yet to come and did not occur till the third
decade of the nineteenth century. But even from
the time of the Battle of Waterloo until, say, about
1825 there were ten years in which the smugglers
left no device untried which they could conceive
to enable them to outdo the Revenue authorities.
And we may now proceed to give actual instances
of these ingenious attempts.

We begin with the early part of 1816. At this

time the Tide-Surveyor at one of the out-ports had

reason to suspect that the French market-boats

which used to sail across to England were in the

habit of bringing also a good deal of silks and other

prohibited goods. At last he went on board one

of these craft and immediately after she had arrived

he caused the whole of her cargo to be put ashore.

He then searched her thoroughly from deck to

keelson, but he found nothing at all. However,

he was determined not to give up his quest, and

had part of her ceiling examined minutely, and was

then surprised to note that some fresh nails had

241 Q

KING'S CUTTERS AND SMUGGLERS

apparently been driven. He therefore caused the
ceihng to be ripped off, when he discovered that
a large variety of contraband goods had been
neatly stowed between the ship's timbers.

It was only a few months later in that same
year that another Revenue officer boarded a Dutch
schuyt which was bound from Amsterdam to
London. Her cargo consisted of 500 bundles of
bulrushes, but on making his examination these
innocent articles were found to conceal between
the rushes forty-five boxes of glass in illegal pack-
ages, and also some other prohibited goods which
had been shipped from the United Kingdom for
exportation and were intended to have been again
clandestinely relanded.

The reader will remember our mentioning the
name of Captain M'Culloch just now in connection
with the Coast Blockade. Writing on the 2nd of
April, 1817, from on board H.M.S. Ganymede
lying in the Downs, this gallant officer stated that,
although it was known that the smugglers had
constructed places ashore for the concealment of
contraband goods under the Sand Hills near to
No. 1 and No. 2 batteries at Deal, yet these hiding-
places were so ingeniously formed that they had
baffled the most rigid search. However, his plan
of landing crews from his Majesty's ships to guard
this district (in the manner previously described)
had already begun to show good results. For two

midshipmen, named respectively Peate and Newton,

242

THE PERIOD OF INGENUITY

commanding the shore parties in that neighbour-
hood, had succeeded in locating five of those places
of concealment.

"This discovery," continued the despatch, "I am
assured will be a most severe blow to the smugglers,
as they were enabled to remove their cargoes into
them in a few minutes, and hitherto no person
besides themselves could form any idea of the
manner in which their store-holes were built. They
are generally 4 feet deep, of a square form and
built of a 2-inch plank, with the scuttle in the
top, into which a trough filled with shingle is fitted
instead of a cover to prevent their being found out
by pricking ; and I understand they were built
above two years ago. I have ordered them to be
destroyed, and parties are employed in searching
for such concealments along the other parts of the
beach." Thus, thanks to the Navy, the smugglers
had been given a serious repulse in the most
notorious district.

Then there was also the danger of collusive
smuggling. For instance, when a smuggler had
been frustrated from successfully landing a cargo
of spirits from a small foreign vessel or boat he
might go and give information to a Custom officer
so that he might have the goods seized by the
latter, the arrangement being that the smuggler
should be paid a fair portion of the reward which
the officer should receive for the seizure. Inas-
much as the officers' rewards were by no means

243

KING'S CUTTERS AND SMUGGLERS

inconsiderable this method might fully indemnify
the smuggler against any loss.

Just before Christmas of 1819 the Custom
officers at Weymouth seized on board a vessel
named TJie Three Bi'otliers sixteen half-ankers and
seven small kegs or flaggons of foreign spirits.
These were found to be concealed under a platform
of about nine feet in length fitted on either side of
the keelson, and of sufficient height for one cask.
Its breadth was such as to allow of two casks and
a flaggon. When full this secret hiding-place
would contain about thirty casks in all. The whole
concealment was covered with stone and iron
ballast. The platform was fitted with false bulk-
heads and filled up with large stones so as to avoid
suspicion, the entrance to which was made (after
removal of the ballast) from the bottom of the
forecastle through two bulkheads about two feet
apart.

Another instance was that of a consignment of
four cases which had come over from France.
These cases contained plaster figures and appeared
to be hollow. However, the Custom officers had
their suspicions and decided to perforate the
plaster at the bottom with an auger. After mak-
ing still larger holes there were extracted from
inside the following amazing list of articles : — Two
clock movements, six pieces of bronze, thirty-two
pieces of porcelain, and two small paintings.

A certain other French craft was boarded by
244

THE PERIOD OF INGENUITY

the Revenue officers who, on measuring her range
of deck and also under it including the bulkheads,
found a greater difference than the rake would
fairly account for. They were naturally highly
suspicious and proceeded to take down part of the
bulkhead aft, when they discovered that this bulk-
head was not single but double, being between the
cabin and the hold. This bulkhead was made of
solid oak planking and was 2 feet 10 inches thick.
It was securely nailed, and the cavity thus made
extended from one side of the hull to the other,
giving a breadth of 7 feet 2 inches, its length being
about 2 feet 2 inches, and the height 3 feet 6
inches. It will thus be readily imagined that a
good quantity of spirits, wine, and plums from
France could easily therein be contained and
brought ashore when opportunity presented itself.
At another port a vessel was actually dis-
covered to have false bows. One might wonder
how it was that the officer ever found this out,
but he was smart enough to measure the deck on
the port side, after which he measured the ship
below. He found a diffisrence of over a foot, and
so he undertook a thorough search of the ship.
He first proceeded to investigate the forepeak, but
he was unable to discover any entrance. He
therefore went to the hold, examined the bulk-
head, and observed that the nails of the cleats on
the starboard side had been drawn. He proceeded

to force off the cleats, whereupon one of the

245

KING'S CUTTERS AND SMUGGLERS

boards of the bulkhead fell down, and a quantity of
East India silk handkerchiefs came tumbling out.
Needless to say, this proved a serious matter for
the vessel's skipper.

Sometimes too, cases used to come over from
France containing carton boxes of artificial flowers.
These boxes, it was found, were fitted with false
bottoms affording a space of not more than a
quarter of an inch between the real bottom and
the false. But into this space was squeezed
either a silk gauze dress or some parcels "very
nicely stitched in," containing dressed ostrich
feathers. The flowers were usually stitched down
to the bottom of the boxes to prevent damage, so
it was difficult to detect that there was any false
bottom at all. However, after this practice had
been in vogue for some time it was discovered by
the Revenue officers and the matter made gener-
ally known among the officials at all the ports,
so that they could be on the alert for such
ingenuity.

Sometimes when a Revenue officer was on her

station she would come across a sailing craft, which

would be found to have quite a considerable

number of spirits in small casks together with a

number of other prohibited goods. If the master

of such a craft were told by the cruiser's officer

that they would have to be seized as they were

evidently about to be smuggled, the master would

reply that they were nothing of the kind, but

246

THE PERIOD OF INGENUITY

that whilst they were on the fishing grounds
working their nets they happened to bring these
casks up from the sinkers and warp which had kept
them below water ; or they had found these casks
floating on the sea, and had no doubt been either
lost or intentionally thrown overboard by some
smuggling vessel while being chased by a Revenue
cruiser. It became a very difficult matter to
ascertain under such circumstances whether the
master were speaking the truth or the reverse, for
it was not altogether rare for the kegs to be picked
up by fishermen in the manner indicated. So the
only way out of this dilemma was for the com-
manders of the cruisers to bring such craft as the
above to the nearest Custom House, where the
master could be brought ashore and subjected to a
cross-examination as to where they found these
casks and what they proposed doing with them.

A seizure was made at Deal about the year
1818 consisting of thirty-three packages of China
crape and silk. These had been very artfully
concealed in the ballast bags of a lugger called the
Fame, belonging to London. One package was
found in each bag completely covered up with
shingles or small stones, so that even if a sus-
picious officer were to feel the outside of these
bags he would be inclined to believe that they
contained nothing but ballast, and if he opened
them he would think there was nothing else but
stones, for the goods were carefully squeezed into

247

KING'S CUTTERS AND SMUGGLERS

the centre of the bags and surrounded with a good
thickness of shingle. Another dodge which was
discovered at Shoreham on a vessel which had
come from Dieppe was to have the iron ballast
cast in such a form that it was not solid but
hollow inside. By this means a good deal of duti-
able stuff could be put inside the iron and then
sealed up again. There was a ship, also, named
the Isis, of Rye, which fell into disgrace in en-
deavouring to cheat the Customs. She was a
smack of 26jf tons burthen, her master being
William Boxhall. It was while she was lying at
her home port that one of the Revenue officers
discovered a concealment under her ballast, the
entrance to which was obtained by unshipping two
bulkhead boards forward. There was one conceal-
ment on each side of the keel, and each contained
enough space to hold from twenty to twenty-four
ankers of spirits.

Along the Kentish coast a good deal of smug-
gling used to go on by means of galleys which
were rowed by six, ten, and even twelve oars.
As these were navigated by foreigners and sailed
under foreign papers, the Customs officers were
a little puzzled as to what exactly could be done.
Could such craft be seized even when found with
no cargoes on board, when they were either
hauled up the beach or were discovered hovering
off the coast ? After applying to the Board of

Customs for guidance they were referred to the

248

THE PERIOD OF INGENUITY

Act,i which provided that any boat, wherry, pinnace,
barge, or galley that was built so as to row with
more than four oars, if found within the counties
of Middlesex, Surrey, Kent, or Essex, or on the
river Thames, or within the limits of the Port
of London, Sandwich, or Ipswich, or the creeks
thereto belonging, should be forfeited together
with her tackle. The object of this was clearly
to prevent the shortest cross-Channel route being
traversed from Holland or France by big, seaworthy
but open, multiple-oared craft, with enough men
to row them and enough space to carry cargo
that would make the smuggling journey worth
while.

The following fraud was detected at one of
the out-ports in 1819. An entry had been made
of twenty-seven barrels of pitch which had been im-
ported in a ship from Dantzic. But the Revenue
officers discovered that these casks were peculiarly
constructed. Externally each cask resembled an
ordinary tar-barrel. But inside there was enclosed
another cask properly made to fit. Between the
cask and the outside barrel pitch had been run
in at the bung so that the enclosure appeared
at first to be one solid body of pitch. But after
the affair was properly looked into it was found
that the inner cask was filled with such dutiable
articles as plate glass and East India china.

Sometimes tubs of spirits were packed up in

1 8 George I. cap. 18.
249

KING'S CUTTERS AND SMUGGLERS

sacks and packs of wool and thus conveyed from

the coast into the interior of the country ; and

in the seizing of some goods at Guernsey it was

found that tea had been packed into cases to

resemble packages of wine which had come out

of a French vessel belonging to St. Malo. Nor was

the owner of a certain boat found at Folkestone

any novice at this high-class art. Of course those

were the days when keels of iron and lead were

not so popular as they are to-day, but inside

ballast was almost universal, being a relic of the

mediaeval days when so much valuable inside space

was wasted in ships. In this Folkestone boat

half-a-dozen large stones were used as ballast,

which was a very natural thing for such a craft.

But when these stones came to be examined they

were found to have been hollowed out and to

have been fitted with tin cases which were filled

with spirits. One cannot acquit the owner of

any fraudulent intent, but one certainly can admire

both his ingenuity and the great patience which

must have been necessary to have hollowed a

cavity from such an unyielding material as stone.

This was equalled only by the cargo from Guernsey.

Four sacks said to contain potatoes from the

Channel Isles were opened by the Revenue officers

at a certain port, and, on being examined, it was

found that these were not potatoes at all. They

were so many rolls of tobacco which had been

fashioned to resemble the size and form of the

250

THE PERIOD OF INGENUITY

vegetable, and then covered artfully over with a
thin skin and finally clayed over so cleverly that
they had every appearance of the potatoes they
pretended to be.

But the Channel Isles were still notorious.
In twelve sacks of flour imported from Jersey
were found hidden in the middle twelve bales
of tobacco weighing 28 lbs. each. A few weeks
later three boxes of prunes also from Jersey were
opened, when it was discovered that the prunes
were not more than three inches deep at the top
and three inches deep at the bottom. But between
there was a space in which were concealed — in
each box — a paper parcel of silk, some scarves
and gloves, &c. But in order to make the total
weight of the box approximate to that which
would have existed had it been full of prunes a
square piece of lead was placed above and another
underneath these dutiable articles.

But to me the most ingenious method of
all was that which was employed in 1820 for
smuggling tobacco. The offending ship was one
of the vessels employed in the transport service,
and the man who thought of the device was not
far from being a genius. He first of all obtained
the quantity of tobacco which he proposed —
no doubt with the assistance of more than one
confederate — to smuggle ashore. He then pro-
ceeded to divide this into two, each of which

formed one strand. Afterwards he made these

251

KING'S CUTTERS AND SMUGGLERS

strands into a rope, every bit of it being tobacco.
But then he took a three-strand hawser and laid
this over the tobacco, so that when the hawser
was finished no one could suspect the tobacco
without first cutting or unlaying the rope. I
have not been able to discover how this trick
was ever suspected. Nothing less than an accident
or the information of a spy could possibly lead
to detection in such a clever case.

There were all sorts of varieties of conceal-
ments now practised since the " scientific " period
of smuggling had come in. And since those
wicked old days have passed, and with them a
good many of the old-fashioned types of craft, it
may be well that examples of these misdirected
efforts should be collected herewith. There was
a smack, for instance, which was found to have
under her ballast a large trunk that was divided
into four separate compartments each about 15 feet
long and could contain twelve half-ankers. One
end of the trunk was fixed against the bulkhead
of the cabin, and extended the whole length of
the hold opening at the forward end close to the
keelson by unshipping two pieces of the bulk-
head.

Another instance of the employment of false
bows to a craft was found on searching the fish-
ing smack Flower, of Rye, whose master's name
was William Head. It was observed that this

false section would hold as much as forty to fifty

252

THE PERIOD OF INGENUITY

half-ankers, the entrance being on the port side of
the false bow, where a square piece took out, being
fastened by a couple of screws, the heads of which
were concealed by wooden bungs imitating tree-
nails. The Flower was further discovered to have
a false stern, the entrance to this being by means
of the upper board of this stern on the port side
in the cabin. She was a vessel 39 feet 2j inches
long, 12 feet IJ inches beam, 5 feet 9 J inches
deep, and of 23j tons burthen, being fitted with a
standing bowsprit and sloop-rigged. An almost
identical set of concealments was found in the
smack Albion at Sandwich, a vessel of over 42
tons burthen. The entrance to her false stern was
through a small locker on the port and starboard
sides. She was further fitted with a false stern-
post and false timbers,

A considerable amount of ingenuity must have
been exercised in the case of an open four-oared
boat which was seized at Dover together with twelve
ankers of spirits. The device was as follows : —
Across the bow end of the boat was the usual
thwart on which an oarsman sat. At the after end
where the stroke sat was another thwart. Under
each of these thwarts was an ordinary stanchion
for supporting the thwart. But each of these two
stanchions had been made hollow. Thus, through
each a rope could be inserted, and inasmuch as
the keel had also been pierced it was possible to

pass one rope through at the bow-thwart and

253

KING'S CUTTERS AND SMUGGLERS

another at the stern-thwart, these ropes penetrat-
ing the boat from thwart to keel. The inboard
ends of these two ropes were carelessly lashed
round the thwarts or covered with gear, so there
was no untoward appearance. But at the other
ends of the ropes were fastened the twelve ankers,
which were thus towed along under the keel of the
craft, and not trailing out astern as was sometimes
done in the case of bigger boats. Thus because
the whole body of the boat covered the floating
casks it was very unlikely that their presence would
be suspected.

The smack Strawberry of Deal, on being
searched, was found to have a false bottom, capable
of containing a considerable quantity of goods.
This bottom was constructed by two leaden cases
fixed on the timbers the whole length of the hold,
one on each side of the keelson, and ceiled over
with the usual ceiling, having the ballast placed
over it. The cases opened on each side of the hold
by taking out a plank from the temporary ceiling.
In the case of the lugger Fox (as usual belong-
ing to Rye), a vessel over 16 tons, John Souden,
master, there were found to be double bottoms
underneath the bed cabins, the entrance being
made from underneath the cabins, and then un-
shipping a small piece of board about a foot square,
each concealment being able to hold from fifty to
sixty pieces of bandana silks.

Another smuggling device in vogue during this
254

THE PERIOD OF INGENUITY

ingenious period had to be employed in such places
as Ramsgate harbour, where it would have been
utterly impossible to have employed ordinary
methods. It resembled very much the method
employed at Dover, mentioned just now. A
rowing-boat would come into the harbour, ap-
parently with nothing in her nor anything towing
astern. But there were fifteen or so half-ankers
underneath her hull, spirits of course being con-
tained in these casks. Now the latter were all
fastened to a long iron bar, the ropes to the boat
being fastened to this bar. Consequently, after
the boat had reached her corner of Ramsgate
harbour, all she had to do was to let go the ropes
and the iron bar would keep the kegs on the sandy
bottom and prevent them from disclosing their
identity by floating. At low water the smugglers
could have gone to get them up again, for they
would not move far even with the ebb tide. Un-
fortunately, however, the Revenue Tide Surveyor
at this port preceded the smugglers, and by creep-
ing for the bar and tubs with grapnels succeeded
in locating what he wanted.

On another occasion at one of the out-ports, or
rather along the neighbouring beach, thirty-three
gallons of spirits, contained in nineteen small casks,
were recovered in a startling manner. Going
along the beach were noticed among the chalk
rocks and stones of the neighbourhood some other

objects. These were the casks, but they had been

255

KING'S CUTTERS AND SMUGGLERS

so cleverly covered over with a cement of chalk, to
which was fastened seaweed in the most natural
manner, that seeing them there among the rocks
of the shore they would never have been discovered
by the Revenue men, had not it been (as one may
guess) for a hint given by an informer. Other-
wise there they would have remained until the
smugglers found it convenient to come and fetch
them.

We called attention just now to the concealing
of tobacco in rope. This device evidently became
a fine art, and had succeeded on many an occasion.
At any rate in Flushing tobacco was openly on
sale in the shops ready for smuggling into England
already made up into ropes. You could get any-
thing as big as a hawser and as small as a sail-tyer
done up so ingeniously as to deceive almost any
one. In fact on washing these slightly with a
little rum they had every appearance of hempen
rope.

256

CHAPTER XIV

SOME INTERESTING ENCOUNTERS

Rowing about on the night of Lady Day, 1813, a
six-oared boat, which had been launched from the
Custom House cutter Lion, was on the prowl in
that bay which extends all the way from Dunge-
ness to Folkestone. When the watchers in this
craft were off Hythe, and only about a quarter of
a mile from the shore, they saw coming along over
the dark waters a lugsail boat with foresail and
mizzen making towards Dymnchurch, which is
just to the west of Hythe. It was about an hour
before midnight, and as this suspicious craft did
not come near to the Lions boat the latter rowed
towards her and hailed her.

*' What boat is that ? " they asked.

'* A Folkestone boat," came back the answer.

Thereupon John Wellar, a deputed mariner in
the Customs boat, shouted to the lugger to heave-to,
for he guessed what the game was.

*' Heave-to!" roared the lugger's master.
" We'll see you d— d first I "

But the rowing-boat was not to be put off with
mere insults, and quickly pulled up alongside the

257 R

KING'S CUTTERS AND SMUGGLERS

craft. One of the men in the Customs boat then
stood up and looked into the lugger and remarked
that she was full of kegs. Wellar therefore im-
mediately jumped into her, followed by three or
four of his men, and seized her. On board he found
three men, and them also he secured. He further
discovered 144 half- ankers of spirits, consisting of
brandy and gin from across the Channel, which
were subsequently taken to the Custom House at
Dover. A little more than a year later, Robert
Baker, the lugger's master, was brought before the
judge and fined £100.

There was an interesting incident which occurred
a few years later in the eastern corner of England,
which led to trouble for a man named Henry
Palmer of Harwich. This man was master and
owner of a yawl named the Daisy, which belonged
to Ipswich. About midday on the 22nd of March
1817, one of the Preventive officers, named Dennis
Grubb, observed the Daisy sailing up the Orwell,
which flows from Ipswich past Harwich and out
into the North Sea. Grubb was in a six-oared
galley, and about three-quarters of a mile below
Levington Creek, which is on the starboard hand
about a third of the way up the river between
Harwich and Ipswich. With Grubb was another
man, and on seeing the Daisy they began rowing
towards her. Whether Grubb had any reason for
suspecting her more than any other craft, whether

he had received warning from an informer, cannot

258

SOME INTERESTING ENCOUNTERS

be stated. But what is true is that he was deter-
mined to have her examined.

However, notwithstanding that Palmer must
have known perfectly well that this was a preventive
boat, and that he was in duty bound to stop when
hailed, it was obvious that, as soon as the galley
came near, the Daisy instantly went about on the
other tack and stood away from the boat. The
latter in turn pulled after the yawl and was again
approaching when the Daisy once more tacked
and ran away. But at last the galley came up,
and just as Grubb was in the act of stepping
aboard, Palmer coolly remarked that he had some
tubs aboard, following this up by the explanation
that he had got them on the trawling ground.
This was too obvious a lie to be believed for a
moment.

Grubb accordingly inquired how it was that

Palmer had come past Harwich since the latter

was his home, to which he answered that he was

bound for Ipswich, as there his vessel was registered.

But inasmuch as there were two of the Revenue

cutters as well as a guardship lying at the entrance

to the river, how was it that he had not stopped

to hand the tubs over to them ? For either the

Customs cutter Griper, or the Excise cutter

Badger, would have been the ordinary receptacle,

instead of waiting till a Preventive galley overtook

the Daisy. When Grubb asked how Palmer

had come by all these tubs he said that he had

259

KING'S CUTTERS AND SMUGGLERS

caught them in his trawl, whereupon the preven-
tive man examined the net and found it damp
but certainly not wet, as it would have been had
Palmer's version been the truth. Furthermore, if
these tubs had been caught in the trawl there
would have been a number of holes torn, but
Grubb found there to be no holes. There were no
fewer than forty-eight of these tubs found on the
Daisy — all half-ankers, and fitted with slings ready
for landing — and inasmuch as it was clear that the
net had not been lately used Palmer was obviously
lying. The iron which, had it been dragged along
the sea-bed, would have been polished bright with
the sand, was actually not bright but rusty, thus
proving that it had not been recently used.

Grubb therefore felt justified in arresting the
yawl, and taking her and her tubs to the Custom
House. Later on he made a thorough search of
her, and found a creeping-iron which had five
prongs and a long shank. The reader is well aware
that such an implement was used by the smugglers
but never found on board a genuine fishing-craft.
For getting up sunken tubs it was essential, and for
that purpose it was evidently on board the Daisy.
Moreover, it was found to be both wet and polished
bright as to its prongs, and there was still some
wet mud sticking thereto.

The case, of course, duly came on to be tried,

and the Attorney-General suggested that at that

time, in nine cases out of every ten, the tubs of

260

SOME INTERESTING ENCOUNTERS

smuggled spirits were not brought directly to port
but sunk at different places in the sea, located
by landmarks and buoys, fishing-boats being sent
out later on to get them by these creepers, and to
bring them in by small quantities as opportunity
permitted. Palmer's defence was that they had
found the tubs just outside Harwich harbour,
opposite to Landguard Fort, at about seven o'clock
the previous evening. But it was a somewhat
strange fact that though this fishing- vessel should
have been out all night not a single fish was found
on board. And when Palmer was asked how it was
that if he had found these tubs, and had intended
to hand them over to the Customs authorities,
he had been so careful to stow them all below
and not leave them on deck to be visible to the
Griper and Badger as he passed ? His reply, that
he had put the tubs below lest a pufF of wind
might blow them overboard, somehow did not
convince the judge, and the verdict went against
him.

A curious instance of an abuse of office was
seen in the occurrence which centred round a
certain Mr. Thomas Moore Slade. Mr. Slade was
Agent Victualler for the Chatham Victualling
Office, and from his connection with that depart-
ment he had the power of employing some of his
Majesty's vessels belonging to the department.
This gentleman got to know that a splendid col-
lection of pictures was about to be dispersed in

261

KING'S CUTTERS AND SMUGGLERS

France. They were of great value both artisti-
cally and intrinsically, and had belonged to the
late Duke of Orleans. Slade therefore, quite un-
justifiably, determined to make use of one of the
craft under his charge for the purpose of fetching
these pictures into the country, and thus cheating
the Government of its dues, which would have
been very heavy in this transaction.

The way he went about it was to direct a man
named Thomas Cheney, who commanded the
sloop Grace (belonging to the King's Victualling
Office), to get under way and proceed a certain
distance from Chatham. After he had come out
of the Medway and had reached the Nore he was
to open a letter which Slade had given him,
wherein he would find his instructions. The
Grace in due course hoisted sails and anchor
and found herself out by the Nore. On opening
the letter, Cheney was surprised to find he was'
directed to proceed to Calais. He informed the
crew, who were very indignant, as they had all
thought they were bound for Deptford. So that
night they put back to Sheerness and let go
anchor. The following day, with a reluctant
company on board, they started off again and
reached Ramsgate, where they lay all night. On
the third day they crossed the Channel and got
into Calais Roads, anchored, and remained there
all night.

It should be added that Slade had taken the
262

SOME INTERESTING ENCOUNTERS

precaution to put on board this sloop before she
left England a Mr. Thomas Aldridge, an expert
judge of pictures, his exact description for this
voyage being as supercargo, a term which signifies
an officer in a trading vessel whose duty it is to
manage the sales and superintend all the com-
mercial concerns of the voyage. Having arrived,
then, off Calais, Cheney, Aldridge, and some of
the crew proceeded ashore and, guided by the art
expert, went to a certain Monsieur Dessein, who
kept an hotel in that town. From him they
obtained a large number of cases containing the
Orleans collection, and brought them off to the
Grace. Altogether there were no less than fifteen
of these cases, and although the Grace was a
vessel of some thirty-two tons burthen, yet the
weight of these paintings was sufficiently great to
lower her water-line a good six inches.

After this valuable cargo had been got aboard
and stowed, a gale of wind sprang up and detained
them for a few days, but at length they cleared
from the French coast and steered for the Downs.
From there they rounded the North Foreland, and
after running up the Thames entered the Medway
and let go at Gillingham until it was dark. But
as soon as night had fallen they got going once
more, and ran alongside the Victualling Wharf at
Chatham. The pictures were brought up from
the sloop and taken ashore by means of a crane,

and then quietly carried into Mr. Slade's house.

263

KING'S CUTTERS AND SMUGGLERS

By this he had thus saved the cost both of carriage
and of duty, the pictures being afterwards sold for
a very large sum. However, this dishonest busi-
ness at length leaked out, an action was brought
against Slade, and a verdict was given for the King
and for six pictures of the single value of twenty
guineas.

On the evening of a November day in the year
1819, the Revenue cutter Badger, under the
command of Captain JNIercer, was cruising in the
English Channel between Dungeness and Bou-
logne. About seven o'clock it was reported to the
commander that about a quarter of a mile away
there was a lugger steering about N.W. by W. to-
wards the English coast. The Badger thereupon
gave chase, but as she drew nearer and nearer the
lugger altered her course many times. Carrying
a smart press of canvas, the Badger, which was
one of the fastest vessels employed in the Revenue,
came up rapidly. As usual she fired her warning
gun for the lugger to heave-to, but all the notice
taken by the chased ship was to go about on the
other tack and endeavour still to escrpe. But
presently the cutter, running with the wind on her
quarter and doing her eight knots to the lugger's
four or five, came up to her foe so quickly as to
run right past her. But before the Badger luffed up
she hailed the lugger (whose name was afterwards
found to be the his of Boulogne) and ordered

her to heave-to.

264

SOME INTERESTING ENCOUNTERS

" I be hove-to," answered back one of the
lugger's crew in unmistakable English.

Meanwhile the Badger was hoisting up the
galley in the rigging preparatory to launching, and
the crew stood by ready to get in. As soon as
the Badger had shot past, down went her helm

" The Badger was hoisting up the galley in the rigging."

and she came alongside the Iris as the galley
was dropped into the leaden waters. But just
at that moment the Badgei^'s people overheard
some men on the lugger exclaim, " Now's your
time," whereupon the crew of the lugger also
launched their boat, forsook the Iris, and began
to row off as fast as they could. The Badger
called to them — among whom was a man named
Albert Hugnet — ordering them under pain of

265

KING'S CUTTERS AND SMUGGLERS

being shot to come alongside the cutter. They
repHed that they were coming, but that they could
not find their thole-pins, saying that they had only
two oars on one side and one oar on the other.
This was said in English, and was obviously a
mere excuse to gain time. Meanwhile the cutter's
galley and men had come alongside the lugger, in
which they found 110 half-ankers, containing 382
gallons of brandy, and 157 half-ankers of Geneva,
55 bags of tea, and 19 bags containing 355 lbs.
of manufactured tobacco.

As the men of the Iris showed no signs
of coming back, the prize-crew on the lugger
hailed the Badger, giving information that the
smugglers were escaping. '* Lie close," came the
command, so the cutter trimmed her sheets and
went in pursuit, and fired some shots in the direc-
tion of the retreating boat. But it was no use,
for the boat was quickly lost from sight among the
waves and disappeared entirely. There was some
sea on at the time, so no one among the Revenue
men envied the Iris's crew their task of rowing
across to Boulogne, a distance of somewhere about
twenty-seven miles, in that weather and athwart
very strong tides, with the certainty of having a
worse time as the Ridens and the neighbourhood
of Boulogne was approached. In fact the chief
mate of the cutter remarked, some time after,
though he had seen these tub-boats go across the

sea in all weathers, and were splendidly seaworthy,

9,m

SOME INTERESTING ENCOUNTERS

yet he considered it was not very wise of the
his's crew to risk it on such a night as that.

Convinced, then, that the men were making
for France, the higger, with her prize crew on
board, presently sailed up after the cutter, hoping
to come across their captives. But neither cutter
nor lugger could find the men, and concluded, no
doubt, that the tub-boat had foundered. But, at a
later date, Albert Hugnet was arrested, and in the
following June was brought to trial and punished.
It then came out that the whole boat-load had
escaped with their lives. For Andres Finshaw
was called as evidence for the defence. He had
been one of the lugger's crew, and showed that
after rowing away that night they had not fetched
across to the French coast, but having the good
luck to find a French fishing-craft only a quarter
of a mile away, they were taken aboard her and
thus returned to France.

It was also brought out very clearly by the
other side that when first seen the Iris was within
nine miles of the English coast, and afterwards the
badger steered N.W. by W. towards the south of
Dungeness, and after five and a half miles saw the
Dungeness light and the South Foreland light,
took cross-bearings of these, and having marked
them off on the chart, fixed their position as about
three miles from the coast. Thus when the lugger
was first encountered the latter was about nine
miles from the land.

267

KING'S CUTTERS AND SMUGGLERS

The date of that incident, then, was the
12th of November, and Hugnet was not then
captured. We may now pass over the next four
weeks till we come to the 10th of December in
that same year. At eight o'clock in the morning
the Revenue cutter Eagle was cruising off the
coast of Kent when she observed a lugger bearing
about N.W. by N. from them. The lugger was
under all sail and heading S.E. for Boulogne,
having come out from East Dungeness Bay. The
weather was thick, it was snowing, and no land
was in sight, Dungeness being the nearest por-
tion of the English coast.

It did not take long for the Eagles commander
to guess what was happening, especially when that
bay was so notorious, and the cutter began to give
chase, the wind being roughly N.W. But as the
Eagle pursued, the lugger, as was the approved
custom, hauled up and came on a wind, hoping to
get away and outpace the cutter. But in this the
smugglers were not successful, and eventually the
Eagle overhauled her. The cutter's galley was
now launched, and after having been for three-
quarters of an hour rowed quickly by the aid of
her eight men, the lugger was reached and hailed.
The usual warning signal was fired from a musket
in the boat and colours shown. The lugger, how-
ever, declined to heave-to as requested.

" If you don't heave-to," roared the chief

mate of the Eagle, as he looked towards the

268

SOME INTERESTING ENCOUNTERS

helmsman, " we'll fire right into you." On this

the lugger lowered her sails, the galley bumped

alongside, and the chief mate and crew, pistols in

hand, leapt aboard. " Where are you from ? "

asked the chief mate. The answer came in

French, which the latter did not understand, but

he thought they said they were bound from

Bordeaux to Calais. If so, it was an obvious and

foolish lie. Mr, Gray — for that was the mate's

name — then inquired how many men were aboard,

and the answer returned that there were seven.

Gray then called the lugger's men aft, and

separated the English from the foreign, and found

there were five French and two English. The

two latter, said the Frenchman (who was none

other than Albert Hugnet, whom we spoke of just

now), were just passengers. A few minutes later,

the skipper contradicted himself and said there

were not seven but nine, all told. Gray then

proceeded to look for the other two, and jumped

down forward into the forepeak. As the place

was dark he put his cutlass in first and rummaged

about. In a moment the cutlass brought up

against something soft. Gray had struck a man,

hiding there, on the legs and thighs.

He was called upon by the cutter's mate to

come out, and instantly obeyed, fearing no doubt

that the cutlass would assail him again if he didn't.

As he emerged he was followed by another man,

and another, and yet another; in fact from that

269

KING'S CUTTERS AND SMUGGLERS

dark hole there came out a procession of seven, all
of whom were found to be Englishmen. It was
noticeable that most, if not all, were dressed in
short jackets and petticoat trousers. They were
clearly sailors, and not landsmen — passengers or
anything else. In plain language they were out-
and-out smugglers. What was especially to be
noted was the fact that their trousers were quite
wet right up to their middles. In some cases
their jackets were also wet up to their elbows.
All this clearly pointed to the fact that they had not
long since put off* from the shore, where they had
succeeded in landing a contraband cargo by wading
from the lugger to the beach ; and such a thick
atmosphere as there was on the previous night
must have made it highly convenient for them.
Nevertheless, even for these weather-hardened
seamen, it cannot have been altogether pleasant
penned up in sopping clothes in a dark forepeak
with an unseen cutlass waving about in their midst
and seizure pending.

These men also Gray ordered to go aft, and
put them together so that he might see how many
altogether were English and how many French.
It was found that there were nine of them
English and five French. Taking possession of
the helm. Gray let the sails draw and ran down
to the Eagle, telling his prisoners he was going to
get further instructions from his commander.

There were no tubs found, oa the lugger^ which

270,

SOME INTERESTING ENCOUNTERS

was as might be expected, but there was a soHtary
hoop which had evidently come off whilst these
tubs were being hauled out, and there were also
found two pairs of slings which were universally
employed for getting the half-ankers ashore.
These slings were made of small line, and were
passed round the circumference of the cask at its
" bow " and " stern," sufficient line being left so
that there were two lines, one to pass over each of
a man's shoulders. These two lines could be
joined to other two on another cask, and so each
smuggler could land with one tub on his back and
another on his chest, in much the same way as you
see a sandwich-man carrying boards in the street.

On examining this lugger there was no bilge-
water found in the forepeak, so those seven shiver-
ing men could not have made the excuse that
the vessel was damp in that portion. To cut
a long story short, the lugger was eventually
taken into Harwich, having been discovered seven-
teen miles from the French coast and eleven from
the English shore. Assuming the lugger had
travelled at about four knots an hour, this would
mean that she had started off from the English
beach on her return journey about 5 a.m., the
previous hours of the night having doubtless been
spent in unloading the tubs somewhere between
Folkestone and Dungeness or perhaps Rye. Thus
Hugnet, having at last been caught, had to

stand his trial for both this and the occurrence

271

KING'S CUTTERS AND SMUGGLERS

of the previous month. And a verdict in each
case having been returned against him, his activi-
ties in running backwards and forwards across
the Enghsh Channel were, for a time at least,
considerably modified.

These tub-boats, which we have had cause to
mention more than once, were usually not towed
but carried on the lugger's deck. A tub-boat
got its name from the fact that when the lugger
was too big to run her nose on the beach the
tubs were landed in these boats. For that reason
they were made very deep, with plenty of high
freeboard, and were accordingly wonderfully good
sea-boats, though they were somewhat heavy to
row even without their spirituous cargoes.

As one looks through the gaol-books and other
smuggling records, one finds that there was a
kind of hereditary custom that this running of
contraband goods should pass on from father
to son for generations. Thus there are constant
repetitions, in different ages, of men bearing the
same surname engaged in smuggling and becoming
wonderfully notorious in this art. Among such
family names must be mentioned that of Ratten-
bury. The man of whom we are about to speak
was flourishing during the second decade of the
nineteenth century, and his christian name was
John. In November 1820 — it is significant how
often this dark month crops up in the history
of smuggling, when the weather was not likely

272

SOME INTERESTING ENCOUNTERS

to tempt those Revenue cruisers' commanders,
who preferred the snug shelter of some creek
or harbour — John Rattenbury happened to find
himself at Weymouth. Into that port also came
a vessel named the Lyme Packet, which was accus-
tomed to trade between Lyme and Guernsey.
But on this occasion the ship had just received
the misfortune of carrying away her bowsprit —
possibly in the Portland Race — and her master,
John Cawley, decided to run into Weymouth
for repairs.

Whilst these were being taken in hand what
should be more natural than that the Lyme
Packefs master should drift into a local public-
house ? Having brought up comfortably in that
haven of rest, he was promptly discovered by his
old friend Rattenbury, who had also made for
the same house of refreshment. The usual
greetings took place, and Rattenbury inquired how
it was that Cawley came to be there, and an
explanation of the accident followed. According
to the skipper's own version, they got into conver-
sation, and, over a glass of grog, Rattenbury volun-
teered the remark that if Cawley would be willing
to sail across to Cherbourg to fetch a cargo of
spirits he would pay him at a rate that would
make it much more profitable than trading be-
tween Lyme and Guernsey. In fact he was
willing to pay Cawley as much as twelve shillings
a cask, adding that in one voyage this skipper,

273 s

KING'S CUTTERS AND SMUGGLERS

who happened also to be owner, would make
more money thereby than in the regular course
of trade in a twelvemonth.

Such a proposition was more than a tempting
one, and Cawley gave the matter his attention.
Unable to resist the idea, he acquiesced, it being
agreed that Rattenbury should accompany him to
France, where they would take in a cargo of spirits,
Cawley to be paid his twelve shillings for every cask
they were able to bring across. So, as soon as
the bowsprit was repaired and set in its place,
the Lyme Packet cast off her warps and ran out
of Weymouth harbour. She made direct for
Cherbourg, where they anchored in the roadstead.
Rattenbury now went ashore and returned accom-
panied by 227 casks of spirits made up in half-
ankers. These were put on board and the voyage
back to England commenced, the intention being
to make for West Bay and land the goods some-
where near Sidmouth. Having arrived off the
Devonshire coast, Rattenbury took the Lyme
Packet's boat and rowed himself ashore, landing
at Beer Head, his object being to get assistance
from the men of Sidmouth for landing his goods.
It was then about 1 a.m. The captain of the
Lyme Packet kept his ship standing off and on
during the night, and hovered about that part
of the coast till daybreak. But as Rattenbury
had not returned by the time the daylight had

come back, Cawley became more than a little

274

SOME INTERESTING ENCOUNTERS

nervous and feared lest he might be detected.
Before very long — the exact time was 6.30 a.m. —
Robert Aleward, a mariner on the Revenue cutter
Scourge, on turning his eye into a certain direc-
tion not more than three miles away, espied this
Lyme Packet, informed his commander, and a
chase was promptly begun. Cawley, too, saw that
the Lyme Packet had been observed, and began
to make preparations accordingly.

He let draw his sheets, got the Lyme Packet
to foot it as fast as she could, and as the three
intervening miles became shorter and shorter he
busied himself by throwing his casks of spirits
overboard as quickly as he and his crew knew
how. The distant sail he had noticed in the early
morning had all too truly turned out to be the
Revenue cutter, but he hoped yet to escape or at
any rate to be found with nothing contraband on
board. It was no good, however, for the cruiser
soon came up, and as fast as the Lyme Packet had
dropped over the half-ankers, so quickly did the
Scourges men pick them up again in the cutter's
boats. Having come up alongside, the cutter's
commander, Captain JM'Lean, went on board, seized
Cawley and his ship as prisoners, and eventually
took both into Exmouth.

Judicial proceedings followed with a verdict for
the King, so that what with a broken bowsprit and
the loss of time, cargo, ship, and liberty the voyage

had in nowise been profitable to Cawley.

275

CHAPTER XV

A TRAGIC INCIDENT

And now we must turn to an occurrence that was
rather more tragic than the last, though the
smugglers had only themselves to blame.

The reader is already aware of the practice
existing at this time of actually rowing contraband
across from France to England in large boats
pulling four or more oars. As one who have
myself rowed a craft most of the way from Calais
to Dover in a flat calm, I cannot altogether envy
the smugglers their job. However, on May 11,
1818, Captain Hawtayne, commanding H. M.S.
Florida, was cruising in the English Channel on
the look-out for contraband craft. Evidently he
had received certain information, for at eight o'clock
that evening he ordered Mr. Keith Stewart,
master's mate, to man one of the ship's boats and
to intercept any boat that might leave the French
coast that looked at all of a suspicious nature.

This order was duly obeyed, A galley was

observed some time before, which had no doubt

aroused Captain Hawtayne's suspicions. This

galley had been seen to come out of Calais harbour

and to be rowed towards the westward. But she

276

A TRAGIC INCIDENT

must have spotted the Florida, for she very shortly-
put back. But before long Mr. Stewart's boat
fell in with another craft — a long white galley
named the St. Thomas. This was now about
1 A.M., and for a time the St. Thomas had the
impudence to pretend she was a French police
boat. When descried she was about five or six
miles to the N.N. W. of Cape Blanc Nez, and was
steering to the westward. The night was dark, for
the moon had disappeared behind a cloud as
Mr. Stewart's boat came up alongside and hailed
the strange craft. He began by asking what boat
she was. The steersman replied by inquiring what
boat Mr. Stewart's was. The latter answered that
it was the King's boat.

At that time the St. Thomas's sails were up,
and now Mr. Stewart ordered the steersman to
lower them. He made no answer, but, turning
round to his crew exhorted them to pull quickly,
saying, " Give way, my boys, give way." There-
upon the smugglers cheered and pulled as hard as
they could. Mr. Stewart again ordered the steers-
man to lower sail, adding that should he fail to do
so he would fire at him. But this did not awe the
St. T'homas. " Fire and be damned," answered
the steersman. " If you fire, I will fire. We are
as well armed as you are." Stewart held his hand
and did not fire, but ordered his men to pull closer.
Coming alongside, he addressed the steersman,

saying it was absolutely essential that he should

277

KING'S CUTTERS AND SMUGGLERS

examine the St. Jliomas and that he knew they
were EngUshmen, adding that he was unwilhng
that there should be any bloodshed by firing into
the boat.

AVith this the Florida s boat pulled up on the
other's quarter, and the bowmen hooked on with the
boat-hook. The St. Thomas's steersman knocked
the boat-hook away and threatened to shoot the

" Fire and he damned."

bowman if he did not let go. For a short time
thereafter the boats separated and drifted apart.
But a second time his Majesty's boat pulled up
alongside, and Mr. Stewart jumped forward into
the bows and ordered one of his own men to
stand by ready to accompany him on board. The
steersman of the other, however, was determined,
and resisted Stewart's attempt, at the same time
presenting a pistol and threatening to shoot the

officer if he advanced one step further.

278

A TRAGIC INCIDENT

On that the men of St. Thomas ceased rowing,
drew in their oars, and rushed aft to where the
steersman was standing in the stern. Matters
began to look ugly, and being convinced that these
men were bent on desperate resistance, Mr. Stewart
was compelled to fire with his pistol at the steers-
man, who immediately fell, Stewart instantly
leapt aboard, but was nearly jostled into the sea
by two of the enemy. He ordered the whole of
this crew to go forward, but they declined to obey,
and followed this up by threatening that if they
still refused he would have to use his sword and
cut them down. The only member of his own
crew who had already got aboard as well was his
coxswain, and owing either to himself or the
action of the coxswain in stepping from one boat
to the other, the two craft had drifted apart, and
for a time there was considerable risk that the men,
who were obvious smugglers, would fall on these
two. But the naval officer had already cut down
two of their number with his sword, and after that
the rest went forward and were obedient. The
St. Thomas was rather a large craft of her kind.
Additional to her sails, she rowed five on one side,
six on the other, and also had a steersman, the
additional oarsman being no doubt placed according
to the tide so that his work might in some measure
counteract the great leeway which is made by
small vessels crossing the strong tidal stream of the

English Channel.

J^79

KING'S CUTTERS AND SMUGGLERS

As all was now quiet on board, Mr. Stewart
searched her and found she was laden with kegs,
which, said the crew, were filled with tea and
tobacco, these kegs being as usual already slung
for putting ashore or sinking. Later on it was
found that out of this crew no less than six were
English, besides one man who had been born at
Flushing of English parentage, though he called
himself a Dutchman. The rest were all foreigners.
No one can read such an incident as this without
regretting that they should have ever led to
slaughter. It is a serious thing to take any man's
life when there is no warfare, and it is still more
dismal if that man is of the same nationality as
the one who deals death. If the whole of the St.
Thomas's crew had been killed there could have
been no blame on Mr. Stewart, for he was only
carrying out his orders and acting in self-defence.
The smugglers were fully aware they were in the
wrong, and they were responsible for any conse-
quences that might accrue. The officer had given
them ample warning, and he had only used severe
measures when absolutely compelled.

But there is a more satisfactory side to this

regrettable incident, which one is only too glad to

be able to record. The man who had been so

badly wounded desired to speak to Mr. Stewart,

and when the latter had approached him he turned

to him and said :

" You've killed me ; sir, I'm dying."
280

A TRAGIC INCIDENT

Mr. Stewart saw that this was perfectly true,
and that the man was in no sense exaggerating.

" Well, I'm sorry for it," he said, " but it was
your own fault."

"Yes," answered the dying man, "I know
that, but I hope you won't make things worse than
they are. I freely forgive you."

This was the steersman who had so strenuously
opposed the boarding of the St. Thomas. We can
quite sympathise with the feelings of Mr. Stewart,
and be thankful that those lawless days of violence
have long since passed. If you talk with any of
the Revenue officers still living who were em-
ployed in arresting, lying in wait for, receiving
information concerning, and sometimes having a
smart fight with the smugglers, you will be told
how altogether hateful it was to have to perform
such a duty. It is such incidents as the above
which knock all romance out of the smuggling
incidents. An encounter with fisticuffs, a few hard
blows, and an arrest after a smart chase or a daring
artifice, whilst not lessening the guilt of smuggling,
cannot take away our interest. Our sympathies
all the time are with the Revenue men, because they
have on their side right, and in the long-run right
must eventually conquer might. But, as against
this, the poorer classes in those days were depressed
in ignorance with low ideals, and lacking many of
the privileges which no thinking man to-day would

refuse them. And because they were so daring

281

KING'S CUTTERS AND SMUGGLERS

and so persistent, because they had so much to
lose and (comparatively speaking) so little really to
gain, we extend to them a portion of our sympathy
and a large measure of our interest. They were
entirely in the wrong, but they had the right stuff
in them for making the best kind of English
sailormen, the men who helped to win our country's
battles, and to make her what she is to-day as
the owner of a proud position in the world of
nations.

Ten of these twelve men were taken as prisoners
to the Florida, and the St. Thomas with her cargo
still aboard were towed by the Florida into Yar-
mouth Roads, and there delivered to the Collector
of Customs. She was found to be a 54-foot galley
— a tremendous length for an oared craft — with no
deck, and rigged with three lugsails and jib, her
size working out at about 11 tons burthen. On
delivering the cargo at Yarmouth it was found
that there were altogether 207 kegs. The ten
uninjured prisoners were taken before the Yar-
mouth maofistrates, and the two whom the officer
had cut down were sent on shore immediately
the Florida arrived in that port. The English
steersman, to whose case we call special attention,
died, two others were fined £100 each, two were
sent to gaol, and one, who was the son of the man
who died, was liberated, as it was shown that he
had only been a passenger. The man who had

been born of English parents at Flushing was also

282

A TRAGIC INCIDENT

set free, as the magistrates had not sufficient proof
that he was a British subject.

A few months prior to the above occurrence
Lieutenant John Wood Rouse was in command
of his JNIajesty's schooner Pioneer. On the
11th of January 1817 he was cruising between
Dungeness and Point St. Quintin, when his at-
tention was drawn to a lugger whose name we
may state by anticipation was the Wasp. She
appeared to be making for the English coast on a
N.W. bearing, and was distant about six miles.
In order to cut her off and prevent her from
making the shore Lieutenant Rouse sent one of his
men named Case with a galley to cross her bows.
At the same time he also despatched another
of his boats under the care of a Mr. AValton
to make directly for the lugger. This occurred
about 10 A.M., and the chase continued till about
3.45 P.M., when the schooner came alongside the
lugger that had, by this time, been seized by Mr.
Case. Lieutenant Rouse was then careful to take
bearings of the land, and fixed his position so that
there should be no dispute as to whether the
lugger were seized within the legal limits.

On capturing the lugger, only two persons
were found on board, and these were at once
transferred to the Pioneer. To show what liars
these smugglers could become, one of these two
said he was a Frenchman, but his name was
the very British-sounding William Stevenson.

283

KING'S CUTTERS AND SMUGGLERS

The other said he was a Dutchman. Stevenson
could speak not a word of French, but he under-
stood Enghsh perfectly, and said that part of the
cargo was intended for England and part for
Ireland, which happened to be the truth, as we
shall see presently. He also added that of the
crew of eight three were Dutchmen and five
English, for he had by now forgotten his own
alleged nationality.

Prior to the arrival of Mr. Case's boat the
lugger had hoisted out her tub-boat and rowed
away as fast as the waves would let her, with all
the crew except these two. She was found to have
a cargo of tobacco and tea, as well as Geneva,
all being made up into suitable dimensions for
landing. On examining the ship's papers it was
indicated that she was bound for Bilbao in Spain.
But these papers had evidently been obtained in
readiness for such an occurrence as the advent
of the schooner. When it is mentioned that
this lugger was only a large galley with abso-
lutely no deck whatever, and capable of being
rowed by ten men, it was hardly credible that
she would be the kind of craft to sail round
Ushant and across the Bay of Biscay. " Was
she calculated to carry a cargo to Spain?" asked
counsel at the trial two years later. " I will risk
my experience as a sailor," answered one of the
witnesses, "that I would not have risked my life

in a boat of that description."

284

A TRAGIC INCIDENT

But, unfortunately for the smugglers, there was
discovered on board a tin box which absolutely
gave their case away. In this tin box was found
an instructive memorandum which it requires no
very great ingenuity to decipher, and ran some-
thing as follows : —

" For 13. Valden.

From Tusca Tower to Blackwater Hill, allow-
ing half a point for the tide.

For W. Martensons Glyn.

From Tusca N.E. until Tara Hill bears N.W.

10 pieces of chocolate ... 10 gulders.
10 pieces of gays ^ 10 ditto.

A proportion of G., say one-third, and let it
be strong as possible. A vessel coming
in the daytime should come to anchor
outside the banks.

At Clocker Head, Bryan King.

At the Mountain Fort, Henry Curran.

And Racklen, Alexander M'Donald."

Now anyone on consulting a chart or map
of the south-west and west of the British Isles
can easily see that the above was just a crude
form of sailing directions to guide the ship to

1 " Gays " was evidently trade slang to denote bandanna silk
handkerchiefs, which were frequently smuggled, and some of which
were found on boai'd.

285

KING'S CUTTERS AND SMUGGLERS

land the goods at various places in Ireland, especi-
ally when the box also contained a paper to the
following effect : —

"The Land's End to Tusca 135 miles N.N.E.
A berth off Scilly 150 N.E.JN."

The ship was to take such goods as mentioned
to the above individuals, and here were the land-
marks and courses and the division of the goods.
*' A proportion of G," of course, referred to the
amount of Geneva, but the gentleman for whom
it ^vas intended did not get it "as strong as
possible." Not one of these places mentioned
was within hundreds of miles of Bilbao, but all the
seamarks were to guide the mariners to Ireland.
Tara Hill, Tuscar Rock and so on were certainly
not Spanish. But these instructions were by no
means uncommon. They were technically known
among smugglers as " spot-notes," that is to say,
indications of the spots where the goods were
to be landed. AVhen Stevenson found that his
captors had become possessed of these papers
he was considerably confused and embarrassed,
even going so far as to ask for them to be given
back to him — a request which was naturally
declined.

The lugger was taken captive into Dover, and
Stevenson, being an Englishman, was committed
to gaol in the Dover town prison, from which he
succeeded in escaping. The Dutchman was let

286

A TRAGIC INCIDENT

off, as he was a foreigner. The men who had
rowed away in the tub-boat escaped to France,
having taken with them out of the galley one
parcel of bandanna handkerchiefs. The rule in
these cases was to fine the culprit £100 if
he was a landsman ; but if he was a sailor he
was impressed into the Navy for a period of
five years.

There must be many a reader who is familiar
with some of those delightful creeks of Devonshire
and Cornwall, and has been struck with the natural
facilities which are offered to anyone with a leaning
for smuggling. Among these there will rise to
the imagination that beautiful inlet on whose left
bank stands Salcombe. Towards the end of June
in the year 1818 William Webber, one of the
Riding officers, received information that some
spirits had been successfully run ashore at the
mouth of this harbour, " a place," remarked a legal
luminary of that time, " which is very often made
the spot for landing " this class of goods.

Webber therefore obtained the assistance of a
private in the 15th Regiment, and early in the
evening, as he had been informed that the goods
were not yet carried away, but still were lying de-
posited somewhere near the beach, proceeded to
the spot. He and the hussar arrived at the place
about nine o'clock on this June evening and
managed to conceal themselves behind a hedge.

They had not very long to wait before they heard

287

KING'S CUTTERS AND SMUGGLERS

the sound of some men talking, and a man named
James Thomas was observed to remark :

" We couldn't have had a better time for
smuggling if we had lain abed and prayed for it."

Through the openings in the hedge Webber
and the hussar could see the outline of the de-
linquent, and the voice was more than familiar to
the Riding officer. We can readily appreciate
Thomas's ecstasy when we remark that it had now
become rather dark and a sea-haze such as fre-
quently comes up in fine weather after a hot day
was beginning to spread itself around. For some
time longer the two men continued to remain in
their hiding-place, and then heard that Thomas
and his accomplice had become joined by a number
of other people. The sound of horses' hoofs being
led down to the beach was also distinctly heard,
and there were many signs of accelerated activity
going on. Presently there came upon the ears of
the Riding officers the noise which proceeds from
the rattling of casks, and from some convenient
hiding-place, where they had remained, these were
at last brought forth, slings were prepared, and
then the load was placed on the backs of the several
horses.

At this point, deeming that the time had come
to interfere, the Riding officer and the hussar
crept out from their place of concealment and
advanced towards the band of smugglers. But,
alert as hares, the latter, so soon as they realised

288

A TRAGIC INCIDENT

their own danger, took to their heels and ran helter-
skelter away. Thomas, however, was too wrath
to hasten, and began to curse his men. He began
by complaining that the kegs which had been
brought forth were wonderfully " slack," that is
to say they were not as full as they might have
been, hinting that someone had been helping him-
self to their contents of spirits. " If you had
brought these a little sooner," referring doubtless
to both horses and casks, " we should have been
three miles on our way home."

But scarcely had he finished his sentence than
the last of his band had fled, leaving him behind
with both horses and casks. He was promptly
arrested and eleven months later prosecuted by the
Attorney-General.

Because the smugglers were so frequently
assisted in their work by those night signals to
which we alluded some time back it had been made
a penal offence to show a light for the purpose of
signalling within six miles of the coast. Arising
out of such an offence, John Newton and another
found themselves prosecuted for an incident that
occurred about the middle of December 1819.
The comparative seclusion of that big bight which
extends from the Bill of Portland to the promon-
tory well known to many readers as Hope's or
Pope's Nose, was much favoured by the smuggling
fraternity. This West Bay was well out of the
English Channel and the track of most of his

289 T

KING'S CUTTERS AND SMUGGLERS

Majesty's ships, and there were plenty of hills and

high ground from which to show friendly signals

to their comrades. Rattenbury and Cawley, as

we related, had in vain tried to land their cargo

hereabouts, though there were many others who,

before the Revenue cutters became smarter at their

duty, had been able to run considerable quantities

of dutiable goods in the vicinity of Sidmouth and

Lyme.

On the afternoon of this winter's day two small

sailing craft had been noticed by the Preventive

shore officers to be tacking about near the land,

but did not appear to be engaged in fishing. It

was therefore reasonably supposed they were about

to run some contraband ashore after dark. A Mr.

Samuel Stagg and a Mr. Joseph Pratt, stationed

at Sidmouth in the Preventive service, were all the

time keeping a smart look-out on these boats,

and somewhere about fiv^e o'clock in the evening

launched their oared- cutter and rowed off towards

them. After a chase they came alongside the first,

which was named the Nimble^ and boarded her.

They found therein three men consisting of John

Newton, John Bartlett, and Thomas Westlake;

but as they searched her and found no trace of any

casks or packages of tobacco, the Preventive men

left her to row after the other craft. It was now,

of course, quite dark, and there was blowing a nice

sailing breeze. Scarcely had they started to row

away before the Nimble hoisted sail and by means

290

A TRAGIC INCIDENT

of flint and steel began to make fire-signals, and

kept on so doing for the next half hour. This

was, of course, a signal for the second boat, and as

soon as the latter observed these signs she also

made sail and hurried away into the darkness of

the bay. It was impossible for the officers to get

up to her, for they would stand every chance of

losing themselves in the vast expanse of West Bay,

and the craft might take it into her head to run

down Channel perhaps into Cornwall or eastwards

round to Portland, where goods often were landed.

Therefore deeming one craft in arrest to be worth

two sailing about in West Bay, they went back

and seized the Nimble. The three men, whose

names we have given, were taken ashore, tried, and

found guilty. But as illustrative of the times it is

worth noting that John Bartlett had before this

occurrence actually been engaged for some time as

one of the crew of that Revenue cutter about

which we spoke some time back in this very bay.

And so, now, " for having on the high seas, within

six miles of the coast, made a certain light on

board a boat for the purpose of giving a signal

to a certain person or persons," he was, in company

with his two colleagues, condemned.

That the age of lawless mobs was by no means

past, may be seen from the incident which now

follows. It had been thought that the Act which

had been passed, forbidding any boat built to

row with more than four oars, would have put

291

KING'S CUTTERS AND SMUGGLERS

a considerable check to activities of the smugglers.
But these boats not only continued to be built,
but also to be navigated and used for the contra-
band purposes. The Revenue officers of the
district of Christchurch, Hants, had reason in
April of 1821 to believe that a boat was being
constructed in their neighbourhood of such dimen-
sions and capable of being rowed with such a
number of oars as made her liable to seizure.
Therefore, taking with them a couple of dragoons,
two of these Revenue officers proceeded on their
way to the district near Milton, which is, roughly
speaking, the centre of that bay which is bounded
on one side by Christchurch Head, and on the
other by Hurst Point. They had not arrived
long at their destination before it was found that
about thirty men had concealed themselves in
an adjoining wood. The officers had found the
boat they were looking for in a meadow, and
were about to seize it.

It was found to be covered over with sails,
having been hidden in the meadow for safety's
sake, for since it was made to row seven aside
it was clearly liable to forfeiture. One of the
two officers now went off to fetch assistance, and
whilst he was away two of the smugglers came
forth and fraternising with the two dragoons,
offered them some brandy which they drank. In
a short while both soldiers had taken such a

quantity of the spirits that they became utterly

292

A TRAGIC INCIDENT

intoxicated and helpless. One of the two smug-
glers then gave a whistle, and about thirty men
issued forth from the wood, some of them in
various forms of disguise. One had a deer's skin
over his face, others had their faces and hands
coloured with blue clay and other means. These
men angrily demanded from the solitary officer
the sails which he had removed from the boat,
but their requests were met by refusal. The mob
then seized hold of the sails, and a tussle followed,
whereupon the officer threatened to shoot them.
He managed to retain hold of one sail, while
the mob held the other and took it away.

About three o'clock in the afternoon the other
officer returned with the Lymington Preventive
officer, two Custom House men, and three dragoons.
They found the intoxicated soldiers, one of whom
was lying prostrate on the field, while the other
was ludicrously and vainly endeavouring to mount
his horse. The seven men now united, and got
a rope by which they began to remove the boat
from its hiding-place, when a great many more
people came on to the scene in great indignation.
As many as fifty, at least, were now assembled,
and threats and oaths were bandied about. During
this excitement some of the crowd cut the rope,
while a man named Thomas Vye jumped into
the boat, and rather than see her fall into the
hands of the enemy, endeavoured to stave her in.

The remainder of the story is but brief. For,
293

KING'S CUTTERS AND SMUGGLERS

at last, the seven men succeeded in pulling the
boat away in spite of all the crowd's efforts, and
dragged it even across a couple of fields, where
there was a road. Here a conveyance was waiting
ready, and thus the boat was taken away, and
at a later date Vye was duly prosecuted by the
Crown for his share in the proceedings.

294

CHAPTER XVI

ADMINISTRATIVE REFORMS

By an Order in Council of May 5, 1821, it was
directed that henceforth all sums which were
awarded for arrests on shore of any person con-
cerned in smuggling should be paid in the follow-
ing proportions. He who made the arrest was
to have three-quarters of the reward, which was
to be divided into equal proportions if there were
more than one person. If there were any officer
or officers present at the time of arrest, these
were to have one quarter of the reward. The
officer commanding the party was to have two
shares, each of the other officers having one share.
The reward payable for a smuggler convicted
and transferred to the Navy amounted to £20.
And here let it be added that the persons liable
to arrest in regard to smuggling were: (1) Those
found on smuggling vessels ; (2) Those found
unloading or assisting to unload such craft ; (3)
Those found to be carrying away the landed
goods or concerned in hiding the same. But
before conviction it was essential to prove that
the seized spirits were foreign ; that the vessel

had come from foreign parts ; that the party who

295

KING'S CUTTERS AND SMUGGLERS

detained the smugglers was a Customs Officer ;
and that the offenders were taken before a proper
magistrate.

We now come to the year 1821, when the
Commissioners of Inquiry made an important
report touching the Revenue service. They
suggested that the Riding Officers were not valu-
able in proportion to their cost, and so it came
about that the Inspectors and superior officers,
as well as a large number of the inferior classes,
were dispensed with, but a small percentage of
the lowest class was retained as a Preventive
Mounted Guard, the annual cost of this being
only the modest sum of £5000. This Preventive
Guard was to be employed in watching for any
gatherings of smugglers, and whenever any goods
might be landed and carried up into the country,
they were to be followed up by the members
of this guard. They were also to maintain a
communication between the diff'erent stations.

Up to the year 1821, from those early days of
the seventeenth century and earlier, the Revenue
cruisers were the most important of all the means
employed for suppressing smuggling. Rut the
same inquiry which had made its recommenda-
tions regarding the Riding Officers also reported
that the efficacy of the vessels employed in protect-
ing the Revenue was not proportionate to the
expense incurred in their maintenance. They
advised, therefore, that their numbers should be

296

ADMINISTRATIVE REFORMS

reduced, and that whereas they had in 1816 come
under the care of the Admiralty, they should now
be restored to the control of the Customs. But the
officers and crews of these cruisers were still to be
selected by the Admiralty. And thus in the year
1822 these recommendations were carried into
effect, and a new order inaugurated.

It was by a Treasury Minute of February 15,
1822, that it was directed that the whole of the
force employed for the prevention of smuggling
" on the coast of this kingdom," was to be con-
solidated and transferred, and placed under the
direction of the Customs Board. This force was
to consist of the cruisers, Preventive Water-guard,
and Riding Officers. And henceforth the com-
manders of cruisers were to receive their orders
from the Controller-General of the Coastguard,
who was to be responsible to the Board of Customs.
The one exception to this change was that the
Coast Blockade on the coast of Kent and Sussex,
which had shown itself so satisfactory that it was left
unaltered. The Preventive Water-guard became
the Coastguard, and this — rather than the cruisers
— should form the chief force for prevention of
smuggling, the Riding Officers, or Preventive
Mounted Guard, being merely auxiliary by land,
and the cruisers merely auxiliary by sea. To what
extent the number of cruisers were reduced can be
estimated by stating that whereas there were forty-
seven of these Revenue craft employed in England

297

KING'S CUTTERS AND SMUGGLERS

in 1821, there were only thirty-three two years later,
these consisting of the Mermaid, Stag, Badger,
Ranger, Sylvia, Scout, Fox, Lively, Hawk, Came-
leon. Hound, Rose, Scourge, Repulse, Eagle, Tartar,
Adder, Lion, Dove, Lapwing, Greyhound, Swallow,
Active, Harpy, Royal George, Fancy, Cheerful,
Newcharter, Fly, Seaflower, Nimble, Sprightly,
Dolphin.

The first-class cruisers were of 140 tons and
upwards, the second class of from 100 to 140
tons, and the third class were under 100 tons.
In 1824 the cruisers on the Irish coast and the
Scotch coast were also transferred to the Cus-
toms Board, and from that date the entire Coast-
guard service, with the exception of the Coast
Blockade, was directed, as stated, by the Con-
troller-General.

In the year 1829, the instructions were issued
to the Coastguard. Afloat, these applied to the
commanders, mates, gunners, stewards, carpenters,
mariners, and boys of the cruisers. Ashore, they
were applicable to the Chief Officers, Chief Boat-
men, Mounted Guard, Commissioned Boatmen, and
Boatmen, both sections being under their respective
commanders. Each member of the Mounted Guard
was provided with a good horse and sword, with
an iron scabbard of the Light Cavalry pattern,
as well as a couple of pistols and ammunition. The
cruiser commanders were again enjoined to keep

the sea in bad weather and at night, nor were

298

ADMINISTRATIVE REFORMS

they permitted to come to harbour except when
really necessary.

In 1831 came the next change, when the Coast-
guard took the place of the Coast Blockade, which
had done excellent duty for so many years in Kent
and Sussex. The aim was to make the Coastguard
service national rather than departmental. To
promote the greatest efficiency it was become
naval rather than civil. It was to be for the benefit
of the country as a nation, than for the protecting
merely of its revenues. Thus there was a kind
of somersault performed ; and the whole of the
original idea capsized. Whereas the Preventive
service had been instituted for the benefit of the
Customs, and then, as an after-thought, became
employed for protection against the enemy across
the Channel, so now it was to be exactly the
other way on. The Revenue was to be subservient
to the greater and national factor.

In this same 1831, the number of cruisers had
risen to thirty-five in England, but many of them
had tenders. There were altogether twenty-one
of these latter and smaller craft, their tonnage
varying from twenty-five to sixty. And the next
year the Mounted Guard was reorganised and the
Riding Officers disappeared. With the cordon of
cruisers afloat, and the more efficient Coastguard
service ashore, there was a double belt round our
coasts, which could be relied upon both for national
and Revenue services. By this time, too, steam

299

KING'S CUTTERS AND SMUGGLERS

was invading the domain of the ship, and in 1839,
besides the old-fashioned saiHng cutters and tenders,
there was a steamer named the Vulcan, of 200
tons, taken into the service, her duty being to
cruise about and search for suspicious vessels. In
some parts of the country, also, there was assist-
ance still rendered by the Mounted Guard for
watching the roads leading inland from the beach
to prevent goods being brought up.

With this increased efficiency it was but natural
that a change should come over the character of
the smuggling. Force was fast going out of date.
Except for a number of rather startling occasions,
but on the whole of exceptional occurrence, violence
had gone out of fashion. But because of the
increased vigilance along the coast the smuggler
was hard put to devise new methods of running
his goods into the country without being surprised
by the officials. Most, if not all, of the old syndi-
cates of French and Englishmen, who made smug-
gling a roaring trade, had died out. The armed
cutters had long since given way to the luggers
as the smuggling craft. Stealth had taken the
place of violence, concealments and sunken goods
were favoured rather than those daring and out-
rageous incursions which had been in the past wont
to take place.

And yet, just as a long-standing illness cannot

be cured at once, but keeps recurring, so there were

periods when the smuggling disease kept breaking

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ADMINISTRATIVE REFORMS

out and seemed to get worse. Such a period was
that between 1825 and 1843, but it was pointed
out to the Treasury that so long as the high duties
continued, " Your Lordships must look only to the
efficiency of the Coastguard for the continued
absence of successful enterprises, and that smug-
gling would immediately revive upon the slightest
symptom of relaxation on the part of the Com-
missioners of Customs." The service was therefore
glad to encourage Naval Lieutenants to serve as
Chief Officers of the Coastguard.

Among the general instructions issued to the
Coastguard of the United Kingdom in 1841, were
definite orders to the commanders of cruisers.
Thus, if ever a cruiser ran aground the commander
was to report it, with full particulars of the case
and extent of damage. During the summer season
the Inspecting Commanders were to take oppor-
tunities for trying the comparative speeds of these
cruisers. Whenever cruisers should meet at sea,
in any roadstead or in any harbour, they were to
hoist their ensigns and pendants as an acknow-
ledgment that each had seen the other ; and
when both had thus hoisted their colours they
might immediately be hauled down. This was
also to be done when one cruiser should pass
another at anchor.

Cruisers were again reminded that they were to

wear only the ensigns and pendants appointed for

the Revenue service, and not such as are used in

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KING'S CUTTERS AND SMUGGLERS

the Royal Navy. Nor were salutes to be fired by
cruisers except on particular and extraordinary
occasions. It was further ordered that no altera-
tion was to be made in the hull, masts, yards,
sails, or any fitments of the cruisers, without the
sanction of the Controller-General. To prevent
unnecessary expense on fitting out or refitting of
any of the cruisers, the use of leather was to be
restricted to the following : the leathering of the
main pendants, runners in the wake of the boats
when in tackles, the collar of the mainstay, the nip
of the main-sheet block strops, leathering the
bowsprint traveller, the spanshackle for the bow-
sprit, topmast iron, the four reef-earings three
feet from the knot. All old copper, copper-
sheathing, nails, lead, iron and other old materials
which were of any value, were to be collected and
allowed for by the tradesmen who perform the
repairs. New sails were to be tried as soon as
received in order to ascertain their fitness. Both
boats and cruisers were also to be painted twice a
year, above the water-line, this to be done by the
crews themselves.

A general pilot was allowed for two months
when a cruiser arrived on a new station, and an
occasional pilot was permissible in cases of neces-
sity, but only licensed pilots were to be employed.
General pilots were paid 6s. a day as well as the
usual rations of provisions. The cruisers were

provided with charts of the coast off which they

302

ADMINISTRATIVE REFORMS

were employed. Naval officers holding appoint-
ments as Inspecting Commanders of cruisers,
Chief Officers of stations and Mates of cruisers
were ordered to wear the greatcoat established by
any Admiralty regulation in force for the time
being, with epaulettes, cap, and side-arms, accord-
ing to their ranks. Commanders of cruisers, if not
naval officers, were to wear a blue lappel-coat,
buttoned back with nine Coastguard uniform
buttons and notched button-holes, plain blue
stand-up collar with gold lace loop and button on
each side thereof — the loop to be five inches long,
and the lace three-quarters of an inch in breadth.
There were also to be three buttons and notched
button-holes on each cuff and pocket, as well as
three buttons in the folds of each skirt.

The waistcoat was to be white or blue kersey-
mere, with uniform buttons, white or blue panta-
loons or trousers, with boots, a blue cloth cap
similar in shape to those worn in the Royal Navy,
with two bands of gold lace three-quarters of an
inch broad, one at the top and the other at the
bottom of the headpiece. The sword was to have
a plain lace knot and fringe tassel, with a black
leather belt. AVhite trousers were worn on all
occasions of inspection and other special occasions
between April 23 and October 14. Blue trousers
were to be worn for the other months.

In 1849 the Select Committee on the Board of

Customs expressed the opinion that the number

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KING'S CUTTERS AND SMUGGLERS

of cruisers might be reduced, and the Landguard
practically abolished ; but it was deemed advisable
that these protections being removed, the coastline
of defence ought to be strengthened by securing
the services of Naval Lieutenants who had retired
from the Navy on half-pay. So the number of
cruisers and tenders which in 1844 had reached
seventy-six, and in 1849 were fifty-two, had now
sunk to fifty in the year 1850. In 1854,
on the outbreak of war with Russia, 3000 men
were drafted into the Navy from the Coastguard,
their places being filled by pensioners. During
the war considerable service was also rendered by
the Revenue cruisers, by capturing the Russian
ships in the Northern Seas, for we must recollect
that, just as in the wars with France, there were
two centres to be dealt with, viz., in the north and
south. The war with Russia, as regards the sea
service, was prosecuted both in the Narrow Seas
and in the Black Sea, and the Russian trade was
badly cut up. As many as eleven Russian ships
were captured by means of these British cutters,
and no less than eight of these prizes were
condemned. The fact is worthy of being borne in
mind when considering the history of these craft
which have long since passed from performing
active service.

The next modification came in 1856, when it
was resolved to transfer the control of the Coast-
guard to the Admiralty ; for in spite of the great

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ADMINISTRATIVE REFORMS

change which had been brought about in 1831, all
the Coastguard officers and men while being
appointed by the Admiralty, were none the less
controlled by the Customs. However, this
condition was now altered, but in the teeth of
opposition on the part of the Customs, who repre-
sented to the Treasury that considerable incon-
venience would result from this innovation. But
on the 1st of October 1856, the control of the
Coastguard was transferred to the Admiralty, as it
had been foreshadowed. And with that we see
practically the last stage in the important develop-
ment which had been going on for some years
past. It was practically the finale of the tendency
towards making the service naval rather than
civil.

For the moment, I am seeking to put the
reader in possession of a general idea of the
administrative features of the service, which is our
subject, during the period between 1822-1856.
At the last- mentioned date our period devoted to
cutters and smugglers practically ends. But
before proceeding to deal with the actual incidents
and exciting adventures embraced by this period,
it may be convenient just to mention that these
changes were followed in 1869, when the services
of civilians employed in any capacity in the Coast-
guard were altogether dispensed with, and since
then the general basis of the Coastguard develop-
ment has been for the better defence of our coasts,

305 u

KING'S CUTTERS AND SMUGGLERS

so as to be vigilant against any disembarkation by
a foreign power, at the same time providing to
a certain extent for the manning of the ships of
the Royal Navy when required. Thus, the old
organisation, with which the Customs Board was
so closely and for so long a time connected,
changed its character when its sphere became
national rather than particular. Its duty hence-
forth was primarily for the protection of the
country than for the prevention of smuggling.
But between 1822 — when the Admiralty yielded
up their responsibilities to the Customs Board — and
the year 1856, when again the control was returned
to the Admiralty, no material alterations were
made in the methods of preventing smuggling, the
most important event during that period — apart
altogether from the actual smuggling incidents —
was the change which had been brought about
in 1831.

During the different reigns and centuries in
which the smuggling evil had been at work, all
sorts of anti-smuggling acts had been passed.
We can well understand that a certain amount of
hasty, panic-driven legislation had from time to
time been created according to the sudden increase
of contraband running. But all these laws had
become so numerous, and their accumulation had
made matters so intricate, that the time had come
for some process of unravelling, straightening
out, and summarising. The systematising and

306

ADMINISTRATIVE REFORMS

clarification were affected by the Act of January 5,
1826 (6 Geo. IV. cap. 108). And one of the most
important features of this was to the effect that
any vessel belonging wholly or in part to his
Majesty's subjects, found within four leagues of
the coast of the United Kingdom, with prohibited
goods on board, and not proceeding on her voyage,
was to be forfeited. Any vessel or boat, not
square-rigged, belonging wholly or in part to his
Majesty's subjects, and found in the British (as it
was then frequently designated) Channel or Irish
Channel, or elsewhere within 100 leagues of the
coast, with spirits or tobacco in casks or packages
of less size than 40 gallons ; or tea, tobacco, or snuff,
in any package containing less than 450 lbs. in
weight — this craft was to be forfeited. And
vessels (not square-rigged), if found unlicensed,
were also to be forfeited. But whale-boats,
fishing-boats, pilot's boats, purely inland boats,
and boats belonging to square-rigged ships were
exempt.

But, of course, smuggling was still very far
from being dead, and the Revenue cruisers had
always to be on the alert. Some idea of the
sphere of activity belonging to these may be
gathered from the following list of cruiser stations
existing in the early 'twenties. The English
cruiser stations consisted of: Deptford, Chatham,
Sheerness, Portsmouth, Cowes, Weymouth, Ex-
mouth, Plymouth, Fowey, Falmouth, Penzance,

307

KING'S CUTTERS AND SMUGGLERS

IMilford, Berwick, Grimsby, Boston, North Yar-
mouth, Harwich, Gravesend, Dover, Poole, Brix-
ham, Ilfracombe, Douglas (Isle of Man), Alderney,
Dover, Seaford, Dartmouth, Holyhead, Southend
(in the port of Leigh). In Scotland there were :
Leith, ^lontrose, Stranraer, Stornoway, Aber-
deen, Cromarty, Campbeltown, Greenock. In
Ireland there were : Kingstown, Larne, Killibegs,
Westport, Galway, Cork, and Dunmore East.

It was to such places as the above that the
cruisers repaired for their provisions. When
smugglers had been captured and taken on board
these cruisers they were allowed not to fare as
well as the crew, but to have only two-thirds of
the victuals permitted to the mariners. In 1825
additional instructions were issued relating to the
victualling of his Majesty's Revenue Cruisers,
and in future every man per diem was to have : —

One pound of biscuit, ^ of a pint of rum
(wine measure), until the establishment of the
imperial measure, when ^ of a pint was to be
allowed, the imperial gallon being one-fifth greater
than the wine gallon. Each man was also to
have 1 lb. beef, J lb, flour, or in lieu thereof
J pint of oatmeal, J lb. suet, or Ij oz. of sugar
or J oz. of tea, also 1 lb. of cabbage or 2 oz. of
Scotch barley. They were to be provided wdth
pure West India rum, of at least twelve months
old. Further regulations were also taken as to

the nature of the men's grog. "As it is con-

308

ADMINISTRATIVE REFORMS

sidered extremely prejudicial to the health of *
the crew to suffer the allowance of spirits to be
drank raw, the Commanders are to cause the
same to be served out to them mixed with water,
in the proportion of three parts water and one
part spirits, to be so mixed and served out in
presence of one of the mates, the boatswain,
gunner, or carpenter, and one or two of the
mariners."

Smugglers detained on board were not to have
spirits. Before proceeding to sea each cruiser
was to have on board not less than two months'
supply of salt beef, spirits ; suet or sugar and tea
in lieu, as well as Scotch barley. With reference
to the other articles of food, they were to carry
as large a proportion as could be stowed away,
with the exception of fresh beef and cabbages.
But two years prior to this, that is to say on
April 5, 1823, the Board of Customs had reduced
the victualling allowances, so that Commander and
mates and superintendents of Quarantine received
2s. 6d. a day each ; mariners Is. 3d, ; and mariners
of lazarettes (hospitals Is. for quarantine) Is. 3d.
a day.

As to the methods of the smugglers, these

continued to become more and more ingenious,

though there was a good deal of repetition of

successful tricks until the Revenue officers had

learnt these secrets, when some other device had

to be thought out and employed. Take the case

309

KING'S CUTTERS AND SMUGGLERS

of a craft called the Jf^ig Box, belonging to
John Punnett. She was seized at Folkestone in
the spring of 1822 by a midshipman of the
Coast Blockade. There were found on her six
gallons of spirits, which were concealed in the
following most ingenious manner. She was
quite a small vessel, but her three oars, her two
masts, her bowsprit, and her bumpkin, had all
been made hollow. Inside these hollows tin
tubes had been fitted to contain the above
spirits, and there can be little doubt but that a
good many other small craft had successfully
employed these means until the day when the
Wig Box had the misfortune to be found out.
There is still preserved in the London Custom
House a hollow wooden fend-ofF which was slung
when a ship was alongside a quay. No one
for a long time ever thought of suspecting that
this innocent-looking article could be full of
tobacco, lying as it was under the very eyes of
the Customs officers of the port. And in 1820
three other boats were seized in one port alone,
having concealed prohibited goods in a square
foremast and outrigger, each spar being hollowed
out from head to foot and the ends afterwards
neatly plugged and painted. Another boat was
seized and brought into Dover with hollow yards
to her lugsails, and a hollow keel composed of tin
but painted to look like wood, capable of holding
large quantities of spirits.

310

ADMINISTRATIVE REFORMS

But there was a very notorious vessel named

the Asp, belonging to Rye, her master's name

being John Clark, her size being just under

24 tons. In 1822 she was seized and found to

have a false bow, access to which was by means

of two scuttles, one on each side of the stem.

These scuttles were fitted with bed-screws fixed

through false timbers into the real timbers, and

covered with pieces of cork resembling treenails.

The concealment afforded space for no fewer

than fifty flat tubs besides dry goods. Rut in

1824 another vessel of the same name and port,

described as a smack, was also arrested at Rye,

and found to have both tobacco and silk goods

concealed. This was effected by means of a

false bottom to the ship, which extended as far

aft as the ballast bulkhead. The entrance to

the concealment was by means of a couple of

scuttles on each side of her false keelson, these

scuttles being screwed down in such a manner

as also to be imperceptible. Also on either side

of her cabin there were other hiding-places

underneath the bertlis, and so constructed that

they deceived more than one Revenue officer

who came aboard to rummage her. The latter

had bored holes through the lining, so as to try

the distance of that lining from the supposed

side of the vessel. Finding this distance not to

exceed the fair allowance for the vessel's scuttling,

the officers had gone ashore quite satisfied. From

311

KING'S CUTTERS AND SMUGGLERS

the number of gimlet-holes in the lining it was
clear that the officers had been imposed upon
considerably. But what these officers had taken
for the side of the ship was only an intermediary
planking, the actual concealment being between
that and the vessel's side.

To get to the entrance of these concealments,
the bedding had to be taken out, which they had
no doubt omitted to do. But if they had done
this they would have been able properly to get
to the lining, when two small pieces of wood
about an inch square let into the plank made
themselves apparent. And these, if removed with
the point of a knife or chisel, brought small pieces
of cork (circular in shape) to become visible. As
soon as these corks were removed, the heads of
bed-screws were observable, and these being un-
screwed allowed two boards running the whole
lengths of the berths to be taken up, by which
means were revealed the concealments capable
of containing a considerable quantity of dry
goods.

Somewhat reminiscent of this ship was the

French vessel, St. Antoine, which was seized at

Shoreham. She had come from Dieppe, and her

master was named A. Fache. The after part of

her cabin was fitted with two cupboards which

had shelves that took down, the back of which was

supposed to be the lining of the transom. But

on taking the same up, timbers showed themselves.

312

ADMINISTRATIVE REFORMS

On examining the planks closely, it was noticed

that they overlapped each other, the timbers being

made to act as fastenings. On striking the lower

end of the false timbers on one side, it moved

round on a bolt, and one plank with a timber was

made to shift on each side of the false stern-post,

forming a stern-frame with the other. Below the

cupboards down to the run of the vessel the same

principle was followed. The entrance to this was

by taking down the seats and lockers in the cabin,

and a false stern-post appeared to be fastened with

a forelock and ring, but by unfastening the same,

the false stern-post and middle plank could be

taken down.

Two ingenious instances of the sinking of

contraband goods were found out about the year

1823, and both occurred within that notorious

south-east corner of England. The first of these

belongs to Sandwich, where three half-ankers of

foreign spirits were seized floating, being hidden

in a sack, a bag of shingle weighing 30 lbs. being

used to act as a sinker. Attached to the sack

were an inflated bladder and about three fathoms

of twine, together with a small bunch of feathers

to act as a buoy to mark the spot. When this

arrangement was put into use it was found

that the bladder kept the sack floating one foot

below the surface of the water. The feathers were

to mark the spot where the sack, on being thrown

overboard, might bring up in case any accident had

313

KING'S CUTTERS AND SMUGGLERS

occurred to the bladder. At spring tides the rush
of the water over the Sandwich flats causes a good
deal of froth which floats on the surface. The
reader must often have observed such an instance
on many occasions by the sea. The exact colour
is a kind of dirty yellow, and this colour being

The Sandwich Device.

In the sack were three half-ankers, A bag of shingle acted as sinker, and
the bladder kept the sack floating.

practically identical with that of the bladder, it
would be next to impossible to tell the difference
between froth and bladder at any distance, and
certainly no officer of the Revenue would look for
such things unless he had definite knowledge
beforehand.

The second occurrence took place at Rye. A

seizure was made of twelve tubs of spirits which

314

ADMINISTRATIVE REFORMS

had been sunk by affixing to the head of each a
circular piece of sheet lead which just fitted into
the brim of the cask, and was there kept in its
place by four nails. The weight of the lead was
9 lbs., and the tubs, being lashed longitudinally
together, rolled in a tideway unfettered, being
anchored by the usual lines and heavy stones. The
leads sank the casks to the bottom in 2j fathoms
of water, but at that depth they in specific gravity
so nearly approximated to their equal bulk of fluid
displaced that they could scarcely be felt on the
finger. The leads were cast in moulds to the size
required, and could be repeatedly used for the same
purpose, and it was thought that the smuggling
vessels, after coming across the Channel and de-
positing their cargoes, would on a later voyage be
given back these pieces of lead to be affixed to
other casks.

A clinker-built boat of about 26 tons burthen
named the St. Francois, the master of which
was named Jean Baptiste La Motte, of and from
Gravelines, crossed the North Sea and passed
through the Forth and Clyde Canal in the year
1823 to Glasgow. Nominally she had a cargo of
apples and walnuts, her crew consisting of six men
besides the master. She was able to land part of
her cargo of " apples " at Whitby and the rest at
Glasgow, and afterwards, repassing safely through
the canal again, returned to Gravelines. But some

time after her departure from Scotland it was dis-

315

KING'S CUTTERS AND SMUGGLERS

covered that she had brought no fruit at all, but that
what appeared to be apples were so many portions
of lace made up into small boxes of the size of
apples and ingeniously painted to resemble that
fruit.

As showing that, even as late as the year 1824,
the last of the armed cutters had not been yet seen,
we may call attention to the information which
was sent to the London Custom House through
the Dublin Customs. The news was to the effect
that in February of that year there was in the
harbour of Flushing, getting ready for sea, whither
she would proceed in three or four days, a cutter
laden with tobacco, brandy, Hollands, and tea.
She was called the Zellow, which was a ficti-
tious name, and was a vessel of 160 tons with a crew
of forty men, copper-bottomed and pierced for
fourteen guns. She was painted black, with white
mouldings round the stern. Her boom also was
black, so were her gaff and masthead. The officers
were warned to keep a look-out for her, and in-
formed that she had a large strengthening fish on
the upper side of the boom, twenty cloths in the
head, and twenty-eight in the foot of the mainsail.
It was reported that she was bound for Bally-
herbert, Mountain Foot, and Clogher Head in
Ireland, but if prevented from landing there she
was consigned to Ormsby of Sligo and Burke of
Connemara. In the event of her failing there also

she had on board two " spotsmen " or pilots for

316

ADMINISTRATIVE REFORMS

the coast of Kerry and Cork. There was also a
lugger at the same time about to proceed from
Flushing to Wexford. This vessel was of from
90 to 100 tons, was painted black, with two white
mouldings and a white counter. She carried on
her deck a large boat which was painted white
also.

Tobacco was discovered concealed in rather
a curious manner on another vessel. She had
come from St. John, New Brunswick, with a cargo
of timber, and the planks had been hollowed out
and filled with tobacco, but it was so cleverly-
done that it was a long time before it was de-
tected. All sorts of vessels and of many rigs
were fitted with places of concealment, and there
was even a 50-ton cutter named the Alborough,
belonging to London, employed in this business,
which had formerly been a private yacht, but
was now more profitably engaged running goods
from Nieuport in Belgium to Hull. The de-
scriptions of some of these craft sent to the
various outports, so that a smart look-out for
them might be kept up, are certainly valuable to
us, as they preserve a record of a type of craft
that has altered so much during the past century
as almost to be forgotten. The description of
the sloop Jane, for instance, belonging to Dum-
barton in 1824, is worth noting by those who
are interested in the ships of yesterday. Sloop-
rigged, and carvel built, she had white mouldings

317

KING'S CUTTERS AND SMUGGLERS

over a yellow streak, and her bulwark was painted
green inside. Her cross-jack yards,^ as they are
called, her bowsprit-boom, her gaff and studding-
sail boom were all painted white, and she had
three black hoops on the mast under the hounds.
Her sails were all white, but her square topsail
and topgallant-yards were black. The Jane was
a 90-tonner.

The reader will remember considering some
time back an open boat which was fitted with
hollow stanchions under the thwarts, so that
through these stanchions ropes might pass through
into the water below. I have come across a
record of a smack registered in the port of
London under the singularly inappropriate name
of the Good Intent. She was obviously built or
altered with the sole intention of being employed
in smuggling. I need say nothing of her other
concealments under the cabin berths and so on,
as they were practically similar to those on the
Asp. But it was rather exceptional to find on
so big a craft as the Good Intent a false stanchion
immediately abaft the fore scuttle. Through this
stanchion ran a leaden pipe about two inches in

^ The cro'jack yard was really the lower yard of a full-rigged
ship on the mizzen-mast, to the arras of which the clews or lower
corners of the mizzen-topsail were extended. But as sloops were
fore-and-aft craft it is a little doubtful what is here meant. Either
it may refer to the barren yard below the square topsail carried by
the sloops of those days — the clews actually were extended to this
yard's armS' — or the word may have been the equivalent of what we
nowadays call cross-trees.

318

ADMINISTRATIVE REFORMS

diameter, and this went through the keelson and
garboard strake, so that by this means a rope
could be led through and into the vessel, while
at the other end a raft of tubs could be towed
through the water. By hauling tightly on to
this line the kegs could be kept beautifully con-
cealed under the bilge of the vessel, so that even
in very clear water it would not be easy to
suspect the presence of these tubs. The other
end of this pipe came up through the ship until
it was flush with the deck, and where this joined
the latter a square piece of lead was tarred and
pitched so as scarcely to be perceived.

There must indeed have been a tremendous
amount of thought, as well as the expenditure
of a great deal of time and money, in creating
these methods of concealment, but since they
dared not now to use force it was all they
could do.

319

CHAPTER XVII

SMUGGLING BY CONCEALMENTS

Second cousin to the method of filling oars and

spars with spirits was that adopted by a number

of people whose homes and lives were connected

with the sea-shore. They would have a number

of shrimping nets on board, the usual wooden

handles being fitted at one end of these nets.

But these handles had been purposely made

hollow, so that round tin cases could be fitted

in. The spirits then filled these long cavities,

and whether they caught many shrimps or not

was of little account, for dozens of men could

wade ashore with these nets and handles on their

backs and proceed to their homes without raising

a particle of suspicion. It was well worth doing,

for it was calculated that as much as 2^ gallons

of spirit could be poured into each of these

hollow poles.

Collier-brigs were very fond of smuggling, and

among others mention might be made of the

Venus of Rye, an 80-ton brig which between

January and September one year worked three

highly profitable voyages, for besides her ordinary

cargo she carried each time 800 casks of spirits,

320

SMUGGLING BY CONCEALMENTS

these being placed underneath the coals. There
was also the brig Severn of Bristol, which could
carry about five keels of coal, but seldom carried
more than four, the rest of the space of course
being made up with contraband. In 1824 she
worked five voyages, and on each occasion she
carried, besides her legitimate cargo, as much as
eight tons of tobacco under her coals. And there
was a Danish-built sloop named the Blue-eyed
Lass belonging to Shields, with a burthen of 60
odd tons, also employed in the coal trade. She
was a very suspicious vessel, and was bought
subsequently by the people of Rye to carry on
similar work to the other smuggling craft. All
sorts of warnings were sent to the Customs Board
giving them information that The Rose in June
(needless to say of Rye) was about to have ad-
ditional concealments added. She was of 37
tons burthen, and had previously been employed
as a packet boat. They were also warned that
George Harrington, a noted smuggler resident at
Eastbourne, intended during the winter months
to carry on the contraband trade, and to land
somewhere between Southampton and Weymouth.
He had made arrangements with a large number
of men belonging to Poole and the neighbouring
country, and had obtained a suitable French
lugger.

In 1826 the smacks Fox and Lovely Lass of

Portsmouth were seized at that port with kegs

321 X

KING'S CUTTERS AND SMUGGLERS

of spirits secreted under their bottoms in a thin
contemporary casing, as shown in the accompany-
ing diagram. The ingenious part of this trick was
that there was no means of communication into
the conceahnent from the interior of the vessel.
Thus any officer coming aboard to search would
have little or no reason to suspect her. But it
was necessary every time this vessel returned from
abroad with her contraband for her to be laid
ashore, and at low water the kegs could be got at
externally. To begin with there were pieces of
plank two inches thick fastened to the timbers by
large nails. Then, between the planks and the
vessel's bottom the tubs were concealed. The
arrangement was exceeding simple yet wonderfully
clever. Practically this method consisted of filling
up the hollow below the turn of the bilge. It
would certainly not improve the vessel's speed, but
it would give her an efficacious means of stowing
her cargo of spirits out of the way. And it was
because of such incidents as this last mentioned
that orders were sent to all ports for the local craft
and others to be examined frequently ashore no
less than afloat, in order that any false bottom
might be detected. And the officers were to be
careful and see that the name of the ship and her
master painted on a ship corresponded with the
names in her papers. Even open boats were found
fitted with double bottoms, as for instance the Ma7^y,

belonging to Dover. She was only 14 feet long

322

SMUGGLING BY CONCEALMENTS

with 5 feet 9^ inches beam, but she had both a
double bottom and double sides, in which were
contained thirty tin cases to hold 29 gallons of
spirits. Her depth from gunwale to the top of
her ceiling ^ originally was 2 feet 8^ inches. But the
depth from the gunwale to the false bottom was
2 feet 5f inches. The concealment ran from the
stem to the transom, the entrance being made by
four cuttles very ingeniously and neatly fitted,
with four nails fore and aft through the timbers to
secure them from moving — one on each side of
the keelson, about a foot forward of the keelson
under the fore thwart. Even Thames barges were
fitted with concealments ; in fact there was not a
species of craft from a barque to a dinghy that was
not thus modified for smuggling.

The name of the barge was the ^//r^^Z of London,
and she was captured ofFBirchington one December
day in 1828. She pretended that she was bound
from Arundel with a cargo of wood hoops, but
when she was boarded she had evidently been
across to "the other side"; for there was found
1045 tubs of gin and brandy aboard her when she
was captured, together with her crew, by a boat
sent from the cruiser Vigilant. The discovery was
made by finding an obstruction about three feet
deep from the top of the coamings, which induced
the Revenue officer to clear away the bundles of
hoops under the fore and main hatchways. He

^ The ceiling of a ship signified the inside planks.

KING'S CUTTERS AND SMUGGLERS

then discovered a concealment covered over with
sand, and on cutting through a plank two inches
thick the contraband was discovered.

The accompanying diagram shows the sloop
Lucy of Fowey, WiUiam Strugnell master. On
the 14th of December 1828 she was seized at
Chichester after having come from Portsmouth

.SLOOP LUCY

The Sloop Lucy showing Concealments.

in ballast. She was found to be fitted with the

concealment shown in the plan, and altogether

there were 100 half- ankers thus stowed away, 50

being placed on each side of her false bottom.

She was just over 35 tons burthen, and drew four

feet of water, being sloop rigged, as many of the

barges in those days were without the little mizzen

which is so familiar to our eyes to-day.

Cases of eggs sent from Jersey were fitted with

false sides in which silks were smuggled ; trawlers

324 •

SMUGGLING BY CONCEALMENTS

engaged in sinking tubs of spirits ; a dog-kennel
was washed ashore from a vessel that foundered off
Dungeness, and on being examined this kennel was
found to be fitted with a ffilse top to hold 30 lbs.
of tobacco ; an Irish smack belonging to Cork was
specially fitted for the contraband trade, having
previously actually been employed as a Coastguard
watch-boat. There was a vessel named Grace
manned by three brothers — all notorious smugglers
— belonging to Coverack (Cornwall). This vessel
used to put to sea by appointment to meet a French
vessel, and having from her shipped the contraband
the Grace would presently run the goods ashore
somewhere between Land's End and Newport,
South Wales ; in fact, all kinds of smuggling still
went on even after the first quarter of that wonder-
ful nineteenth century.

About the year 1831 five casks imported from
Jersey was alleged to contain cider, but on being
examined they were found to contain something
else as well. The accompanying sketch represents
the plan of one of these. From this it will be seen
that the central space was employed for holding
the cider, but the ends were full of tobacco being
contained in two tin cases. In this diagram No. 1
represents the bung, No. 2 shows the aperture on
each side through which the tobacco was thrust
into the tin cases which are marked by No. 3, the
cider being contained in the central portion marked

4. Thus the usual method of gauging a cask's

325

KING'S CUTTERS AND SMUGGLERS

contents was rendered useless, for unless a bent or
turned rod were employed it was impossible to
detect the presence of these side casks for the
tobacco.

One may feel a little incredulous at some of
the extraordinary yarns which one hears occasion-
ally from living people concerning the doings of

1, Duwcs.

2. Ope-NiNQS.
Z>, Tobacco.
4^, CVDER..

Cask for Smuggling Cider.

smugglers. A good deal has doubtless arisen as

the result of a too vivid imagination, but, as we

have shown from innumerable instances, there is

quite enough that is actual fact without having

recourse to invention. I know of a certain port

in our kingdom where there existed a legend to the

effect that in olden days the smugglers had no need

to bring the tubs in with them, but that if they

only left them outside when the young flood was

326

SMUGGLING BY CONCEALMENTS

making, those tubs would find their own way in to
one particular secluded spot in that harbour. A
number of amateur enthusiasts debated the point
quite recently, and a wager was made that such a
thing was not possible. But on choosing a winter's
day, and throwing a number of barrels into the
water outside the entrance, it was found that
the trend of the tide was always to bring them
into that corner. But, you will instantly say,
wouldn't the Coastguard in the smuggling days
have seen the barrels as they came along the top
of the water ?

The answer is certainly in the affirmative. But
the smugglers used to do in the " scientific " period
as follows, and this I have found in a document
dated 1833, at which time the device was quite
new, at least to the Customs officials. Let us
suppose that the vessel had made a safe passage
from France, Holland, or wherever she had obtained
the tubs of spirits. She had eluded the cruisers
and arrived off the harbour entrance at night
just as the flood tide was making. Overboard
go her tubs, and away she herself goes to get out
of the sphere of suspicion. These tubs numbered
say sixty-three, and were firmly lashed together
in a shape very similar to a pile of shot — pyramid
fashion. The tops of the tubs were all painted
white, but the raft was green. Below this pyramid
of tubs were attached two grapnel anchors, and

the whole contrivance could float in anything

327

KING'S CUTTERS AND SMUGGLERS

above seven feet of water. It was so designed
that the whole of the tubs came in on the tide
below water, only three being partially visible,
and their white colour made them difficult to
be seen among the little waves. But as soon
as they came to the spot where there were only
seven feet of water the two grapnels came into
action and held the tubs moored like a ship. And
as the tide rose, so it completely obliterated them.
Some one was of course on the look-out for his
spirits, and when the tide had dropped it was
easy enough to wade out and bring the tubs
ashore, or else "sweep" them ashore with a long
rope that dragged along the bottom of the
harbour.

During the year 1834 smuggling was again
on the increase, especially on the south and east
coasts, and it took time for the officers to learn
all these new-fangled tricks which were so fre-
quently employed. Scarcely had the intricacies
of one device been learnt than the smugglers had
given up that idea and taken to something more
ingenious still. Some time back we called atten-
tion to the way in which the Deal boatmen used
to walk ashore with smuggled tea. About the
year 1834 a popular method of smuggling tea,
lace, and such convenient goods was to wear a
waistcoat or stays which contained eighteen rows
well stuffisd with 8 lbs. weight of tea. The same

man would also wear a pair of drawers made of

328

SMUGGLING BY CONCEALMENTS

stout cotton secured with strong drawing strings
and stuffed with about 16 lbs. of tea. Two men
were captured with nine parcels of lace secreted
about their bodies, a favourite place being to
wind it round the shins. Attempts were also
made to smuggle spun or roll tobacco from New
York by concealing them in barrels of pitch,
rosin, bales of cotton, and so on. In the case

The Smack Tarn OShanter showing Method of Concealment
(see Text).

of a ship named the Josephine, from New York,
the Revenue officers found in one barrel of pitch
an inner package containing about 100 lbs. of
manufactured tobacco.

The accompanying plan of the smack Tarn
GShanter (belonging to Plymouth), which was
seized by the Padstow Coastguard, will show how
spirits were sometimes concealed. This was a
vessel of 72 tons with a fore bulkhead and a
false bulkhead some distance aft of that. This
intervening space, as will be seen, was filled up
with barrels. Her hold was filled with a cargo

329

KINGS CUTTERS AND SMUGGLERS

of coals, and then aft of this came the cabin with
berths on either side, as shown. But under these
berths were conceahnents for stowing quite a
number of tubs, as ah-eady explained.

A variation of the plan, previously mentioned,
for smuggling by means of concealments in casks
was that which was favoured by foreign ships
which traded between the Continent and the
north-east coasts of England and Scotland. In
this case the casks which held the supplies of
drinking water were fitted with false sides and
false ends. The inner casks thus held the fresh
water, but the outer casks were full of spirits.
After the introduction of steam, one of the first
if not the very first instance of steamship smug-
gling by concealment was that occurring in 1836,
when a vessel was found to have had her paddle-
boxes so lined that they could carry quite a large
quantity of tobacco and other goods.

Another of those instances of ships fitted up
specially for smuggling was found in the French
smack Auguste, which is well worth considering.
She was, when arrested, bound from Gravelines,
and could carry about fifty tubs of spirits or,
instead, a large amount of silk and lace. Under
the ladder in the forepeak there was a potato
locker extending from side to side, and under
this, extending above a foot or more before it,
was the concealment. Further forward were some
loose planks forming a hatch, under which was

330

SMUGGLING BY CONCEALMENTS

the coal-hole. This appeared to go as far as
the bulkhead behind the ladder, and had the con-
cealment been full, it could never have been found,
but in walking over where the coals were, that
part of the concealment which extended beyond
the locker which was empty sounded hollow :
whereupon the officers pulled up one of the planks
and discovered the hiding-place.

It was decided in 1837 that, in order to save
the expense of breaking up a condemned smug-
gling vessel, in future the ballast, mast, pumps,
bulkheads, platforms, and cabins should be taken
out from the vessel : and that the hull should
then be cut into pieces not exceeding six feet long.
Such pieces were then to be sawn in a fore-and-
aft direction so as to cut across the beams and
thwarts and render the hull utterly useless. The
accompanying sketch well illustrates the ingenuity
which was displayed at this time by the men
who were bent on running goods. What is here
represented is a flat-bottomed boat, which perhaps
might never have been discovered had it not been
driven ashore near to Selsey Bill during the gales
of the early part of 1837. The manner in which
this craft was employed was to tow her for a short
distance and then to cast her adrift. She was
fitted with rowlocks for four oars, but apparently
these had never been used. Three large holes were
bored in her bottom, for the purpose which we
shall presently explain.

331

KING'S CUTTERS AND SMUGGLERS

Built very roughly, with half-inch deal, and
covered over with a thin coat of white paint, she
had a grommet at both bow and stern. She
measured only 16 feet long and 4 feet wide, with a
depth of 2 feet 2 inches. It will be noticed that

Flat-Bottomed Boat found off Selsey.

The sketch shows longitudinal plan, the method of covering with net,
and midship section.

she had no thwarts. Her timbers were of bent
ash secured with common French nails, and along-
side the gunwales were holes for lacing a net to go
over the top of this boat. Her side was made of
three deal planks, the net being made of line, and
of the same size as the line out of which the tub-
slings were always made. The holes in her floor

332

SMUGGLING BY CONCEALMENTS

were made for the water to get in and keep her
below the surface, and the net, spreading from
gunwale to gunwale, prevented her cargo of tubs
from being washed out. It was in order to have
ample and unfettered room for the tubs that no
thwarts were placed. She would be towed astern
of a smack or lugger under the water, and having
arrived at the appointed spot the towrope would
be let go, and the grapnels attached to both
grommets at bow and stern would cause her to
bring up when in sufficiently shallow water.
Later on, at low tide, the smugglers' friends could
go out in their boats with a weighted line or
hawser and sweep along the bottom of the sea, and
soon locate her and tow her right in to the beach.

In order to prevent certain obvious excuses
being made by dishonest persons, all British sub-
jects were distinctly forbidden to pick up spirits
found in these illegal half-ankers, only officers of
the Royal Navy, the Customs, and the Excise
being permitted so to do. But it was not always
that the Revenue cruisers were employed in
catching smugglers. We have pointed out that
their duties also included Quarantine work. In
the spring of 1837 it was represented to the
Treasury that there was much urgent distress
prevailing in certain districts of the Highlands and
Western Islands of Scotland owing to the failure
of the last harvest. Sir John Hill was therefore
directed to proceed to Scotland and take such

333

KING'S CUTTERS AND SMUGGLERS

steps as might be necessary for the immediate
supply of seed, corn, and potatoes, and the
officers and commanders of the Revenue cruisers
were directed to afford him every assistance.

In the previous chapter attention was called to
the singular inappropriateness of calling a smug-
gling vessel the Good Intent. That was a smack
belonging to the year 1824, which was found at

Plan of the Schooner Good Intent showing Method of
Smuggling Casks.

Rye. But this name seems to have had a certain
amount of popularity among these ingenious
gentlemen, for there was a smugghng schooner
named the Good Intent which was seized in the
year 1837. How cleverly and effectively she was
fitted up for a smuggling voyage can be ascer-
tained by considering the accompanying longi-
tudinal plan. She had a burthen of 72 tons, and
was captured by the Revenue cruiser Sylvia in
Mount's Bay on the 14th of March. The plan

334

SMUGGLING BY CONCEALMENTS

denotes her principal features, including her sail-
room and general store right aft. Immediately
forward of this was the first concealment on the
port side only. Entrance was gained by means of
a slide which was nailed up, and here many casks
could easily be stored. Next to this came the
after bulkhead, but forward of this was also a
false bulkhead, the distance between the real and
the false being 2j feet, and affording a space to
contain 138 kegs.

Under the cabin were coals, and around the
coals under the cabin deck were placed some
kegs. The fore bulkhead had also a false bulk-
head 2 feet 5 inches apart, and this space held
as many as 148 kegs. Under the deck of the
forepeak were also 21 kegs. The length of these
kegs was 17 inches, and they were nearly a
foot in diameter. Each cask contained 4| gallons
of French brandy. This vessel was found to
have merely limestone ballast in her hold, but
her illicit cargo was more valuable to her than
if she had been fully laden with the commodity
which she usually and legitimately traded in.
Later in the same year, and by the same cruiser
Sylvia, this time off Land's End, the Jersey
schooner Spartan, a vessel of 36|^ tons, was seized,
as she was found to be fitted up with similar
concealments (see sketch).

One day about the middle of the last century

a 16-ton Grimsby fishing-smack named Lord

i335

KING'S CUTTERS AND SMUGGLERS

Rivers left her native port and journeyed south.
Her owner and master was in a dismal frame of
mind, and complained to his mate that things
were pretty bad, and he was becoming remarkably
poor. The fishing was not prospering so far as
he was concerned, and so after thinking the
matter over he was proposing to take the ship
over to Boulogne and get a cargo of between

The Schooner Spartan.

1. Hollow beam.

2. Opening for entering No. 3.

3. Place of concealment.

thirty and forty gallons of spirits. His mate

heard what he had to say and agreed to go with

him. So to Boulogne they proceeded, where they

purchased the spirits from a dealer, who brought

the spirits on board, not in casks but in skins

and bladders, making about fifty in all. These

were deposited in the smack's hold, and she

then cleared out of harbour and went to the

fishing-grounds, where, to make matters appear all

right, she remained twenty -four hours, for the

336

SMUGGLING BY CONCEALMENTS

purpose of obtaining some oysters by dredging.
Whilst on the fishing-grounds the spirits were
stowed in a neat concealment at the stern of the
vessel on both sides abaft the hatchway. Before
long the smack got going and ran into Dover
with the oysters and her spirits, lowered her

LORDBIYERS.

Deck Plan aud Longitudinal Plan of the Lord Rivers

(see Text).

sails, and made everything snug. In due course
the bladders of spirits were got out of the hold
in small numbers, and placed in baskets and
covered over with a sufficiently thick layer of
oysters to prevent their presence being detected.
These baskets were taken to a neighbouring tap-
room, the landlord of which bought as much as
he wanted, and a local poulterer bought the rest

of the spirits and oysters as well.

337 Y

KING'S CUTTERS AND SMUGGLERS

But the local Coastguard had for a long time
been suspicious of this vessel, and evidently this
was not her first voyage in the smuggling trade.
He had watched and followed the man who took
the bladders ashore, and now came on board to
see what he could find. The deck plan will
clearly convey to the reader the way in which the
smack was fitted up with concealments. The
letters A and A indicate two portions of the
deck planking, each portion being about a couple
of feet long. These were movable, and fitted
into their places with a piece of spun-yarn laid
into the seams, and over this was laid some putty
blackened on the top. At first sight they ap-
peared to be part of the solid planking of the
deck, but on obtaining a chisel they were easily
removed. There was now revealed the entrance
to a space on each side of the rudder- case in
the false stern capable of containing thirty or
forty gallons of spirits. This in itself was conclu-
sive, but when the Coastguard also found that the
putty in the seams was soft and fresh, and that
a strong smell of spirits emanated from this cavity,
it was deemed that there was more than adequate
reason for arresting the smack even though the
hold was quite empty.

Thus the Loi^d Rivers came to a bad end.

338

CHAPTER XVIII

BY SEA AND LAND

Having now seen the evolution of the smug-
gling methods from brute force and superiority
of ships and crews to the point where the land-
ing of dutiable goods became a fine art, and
having been able to obtain an idea of the mani-
fold changes which occurred in the administration
of the Preventive service between the years
1674< and 1856, we may now resume our narrative
of the interesting encounters which occurred
between the smugglers on the one hand and the
Preventive force on the other. Up to the year
1822 we have dealt with the different incidents
which used to go on around our coast, and we
shall now be in a position to appreciate to their
full the notable exploits of cruisers and smug-
glers in that late period between the years 1822
and 1856. This covers the epoch when improved
architecture in regard to the craft employed,
greater vigilance on the part of the cruisers, and
a keener artfulness in the smugglers themselves
were at work. Consequently some of these
contests represent the best incidents in the whole

history of smuggling.

339

KING'S CUTTERS AND SMUGGLERS

But it was not always that the Revenue
cruisers and Preventive boats were in the right.
There were occasions when the commanders
suffered from too much zeal, though certainly
these were quite exceptional. There is the case of
the Drencher which well illustrates this. She was
a Dutch vessel which had been on her voyage to
Italy, and was now returning home up the English
Channel with a cargo of oil, bound for Amsterdam.
Being somewhat square and ample of form, with
the characteristic bluff bows much beloved by
her countrymen, and being also very foul on her
bottom through long voyaging, she was only a
dull sailer.^ And such being the case, when she
fell in with head winds her skipper and part-
owner, Peter Crook, decided to let go anchor
under Dungeness, where many a sailing craft
then, as to-day, has taken shelter in similar
circumstances.

Whilst she was at anchor waiting for a favour-
able slant, one of the numerous fishing - boats
which are always to be seen hereabouts came
alongside the Drencher^ and asked the skipper
if he required any assistance. Crook replied that
if the wind was still ahead, and he was compelled
to remain there till the next day, he would want

^ How slow she was may be guessed by the fact that she took seven
hours to go from Dover to the Downs even under the expert handling
of MacTavish's crew.

* She was officially described as a dogger.

340

BY SEA AND LAND

some fuel for his stove. The fisherman sold some
of his catch to the Dutchman, and then went on
his way.

But soon after this a boat in the Preventive
service, commanded by a Mr. MacTavish, a mid-
shipman, came alongside and boarded the Drencher,
The midshipman inquired what the Dutchman
had had to do with the fishing-boat, and Crook
answered that he had done nothing except to
purchase some fish. But this did not satisfy
Mr. MacTavish, who proceeded now to examine
what was on board. Of course he found some
casks of spirits, and asked Crook how they came
to be there, to which Crook answered that they
had been found floating in a former voyage and
he had picked them up. This looked doubtful,
but it was quite probable, for often the weights
of stones from sunken tubs broke adrift and the
tubs floated up to the surface. Especially was
this the case after bad weather.

We can well understand the midshipman's
suspicions, and need not be surprised to learn
that he felt justified in seizing the ship because
of these tubs found on board. He had the anchor
broken out, the sails hoisted, and took her first
into Dover, and afterwards from Dover to Rams-
gate, where most of her cargo was unloaded. But
after a time she was ordered to be released and
allowed to proceed to Holland, and later still

her skipper brought an action against MacTavish

341

KING'S CUTTERS AND SMUGGLERS

for liiiving been wrongfully detained for thirty-
days, for which demurrage he claimed four guineas
a day, besides damage to her cable and other
things, amounting in all to £208.

The reader will recollect that in another chapter
we saw a couple of sailing craft dodging about
suspiciously in West Bay, one of which began
to fire signals to the other in order to warn her
of the Preventive boat : and we saw that the
crew of three men in the offending craft were
arrested and found guilty. One of these men,
it will be remembered, was John Bartlett, who
had at one time been a boy on a Revenue cutter.
From the incident which led to his arrest in 1819
let us pass to the 14th of September 1823. The
scene is again AVest Bay, and the old passion
is still strong in Bartlett notwithstanding his
sentence. A little to the west of Bridport
(Dorset) is Seatown, and just beyond that comes
Golden Cape. On the night of the above date
one of the Seatown Revenue officers about 1 a.m.
noticed flashes coming from the cliff between
Seatown and Golden Cape. He proceeded to the
cliff, which at high-water runs straight up out
of the sea. It was a dark night with no moon,
a little breeze, and only slight surf on the shore —
ideal conditions for any craft bent on smuggling.

On the cliff the officer, named Joseph Davey,

espied a man. He hailed him, thinking it was

some one else, and asked him if he were Joey

342

BY SEA AND LAND

Foss. "Yes," came back the answer, but when
the officer seized him he discovered it was not
Foss but the notorious John Bartlett. Up came
another Revenue man named Thomas Nines to
assist Davey, but in a few minutes Bartlett gave
a loud whistle, whereupon Nines looked out sea-
ward and exclaimed, " There's a boat."

" I sees him," answered Davey as the craft was
approaching the shore. By this time, also, there
were ten or twelve men coming towards the officers,
and Bartlett managed to run down to the shore,
shouting "Keep off!" "Keep off!" as loudly as
he could. The officers ran too, but the boat
turned round and put off to sea again. In the
course of a few minutes there rose up a large
fire on the cliff, about a hundred yards from where
the officers were. It was another signal of warn-
ing to the boat. For Bartlett, having got away
from the officers, had doubtless lit this, since it
flared up near to where he was seen to run. The
officers remained on the coast until daylight, and
then launching their boat rowed a little way from
the shore, and found a new buoy moored just by
the spot where the lugger had been observed to
turn round when hailed and warned. It was
clear, on examination, that the buoy had not been
in the water many hours, and after " creeping "
along the sea bottom hereabouts they brought
up sixty kegs, which were also quite new, and had

evidently only been sunk when Bartlett sung out

343

KING'S CUTTERS AND SMUGGLERS

his warning. The latter was again arrested, and
found guilty when subsequently tried. So again
Bartlett had to retire from smuggling.

It happened only a few weeks before this inci-
dent that a seaman named Willis was on shore
with his officer. Willis belonged to H.M.S. Severn^
which was moored off Dover for the prevention of
smuggling. The officer was a naval midshipman
named Hope, stationed ashore. Whilst on their
duty they began to notice a man, whose name was
William Clarke, near Chalk Fall, carrying a basket
of nets and fishing lines. For a time both Willis
and Hope took shelter under the Chalk Cliff as it
was raining, but presently Willis separated from
his officer to go to his appointed station. It
occurred to him that Clarke appeared to be un-
necessarily stout, and he was sure that he was trying
to smuggle something. Willis went up to him
and said he intended to search him, to which
Clarke replied, " Certainly." He admitted he had
some liquor there, but he hoped Willis would take
no notice of it. The seaman insisted that he must
take notice, for if it turned out to be foreign spirits
he must seize it : whereupon Clarke flung down a
couple of half-crowns and asked him to say nothing
about it.

Willis again protested that he must see what

the man had beneath his gabardine. But at this

Clarke took a knife from his pocket and cut a large

bladder which he had under his clothes, containing

344

BY SEA AND LAND

half a gallon of spirits, and a spirituous liquor
poured out on to the ground. Willis put his
finger to it and found that it was foreign brandy.
But the amusing legal aspect of this incident was
that this foreign liquor could not be seized, nor
could the man be prosecuted for having it, and it
could not be condemned. But Clarke had indeed
destroyed that which he had so early brought
safely home. This was just one instance of the
good work which the Coast Blockade was perform-
ing, Willis and other seamen being landed every
night from H.M.S. Severn to act as guard at
different points along the coast.

In the annals of smugglers and cruisers there
are few more notable incidents than that which
occurred on the 13th of January 1823, in the Eng-
lish Channel. On this day the Revenue cutter
Badger was cruising off the French coast under
the command of Lieutenant Henry Nazer, R.N.
He was an officer of the Excise, but the cutter at
that time was in the service of the Customs, her
station being from the South Foreland to Dunge-
ness. About 7.30 a.m. the officer of the watch
came below and told him something, whereupon
Nazar hurried on deck and observed a suspicious
sail on the starboard tack, the wind being E.S.E.
The Badger was at that time about nine or ten
miles off the French coast, somewhere abreast of
Etaples, and about six or seven leagues from the

English shore. The craft which was seen was,

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KING'S CUTTERS AND SMUGGLERS

to use the lieutenant's own language, "a cutter
yawl-rigged," which I understand to signify a
cutter with a small lug-sail mizzen, as was often
found on smugglers. At any rate, he had every
reason to believe that this was a smuggling craft,
and he immediately made sail after her. At that
hour it was just daybreak, and the smuggler was
about three or four miles off — to the eastward —
and to windward, but was evidently running with
sheets eased oif in a westerly direction.

But when the smuggler saw the Badger was
giving chase he also altered his course. It was a
fine, clear, frosty morning, and the Badger
quickly sent up his gaff topsail and began to over-
haul the other, so that by nine o'clock the two
vessels were only a mile apart. The Badger
now hoisted his Revenue pendant at the masthead,
consisting of a red field with a regal crown at the
upper part next the mast, and he also hoisted the
Revenue ensign (that is to say " a red Jack with a
Union Jack in a canton at the upper corner and a
regal crown in the centre of the red Jack ") at his
peak. These signals instantly denoted that the ship
was a Revenue cruiser. Lieutenant Nazar also
ordered an unshotted gun to be fired as a further
signal that the smuggler was to heave -to, but the
stranger paid no attention and hoisted no colours.
Ten minutes later, as it was perceived that his
signals were disregarded, the Badger s com-
mander ordered a shot to be fired at her, and this

346

BY SEA AND LAND

was immediately returned by the smuggler with
one of her stern guns. From this time a running
fire was kept up for nearly three hours, but shortly
before midday, whilst the cutter was still chasing
her and holding on the same course as the other,
the Badgei' came on at such a pace that she ran
aboard the smuggler's starboard quarter whilst
both ships were still blazing away at each other.

The smuggler's crew then cried out for quarter
in English. This was granted by the Badger's
commander, who had a boat lowered, but whilst in
the act of so doing the treacherous smuggling craft
recommenced firing. It was a cowardly thing to
do, for Reymas, their own captain, had particularly
asked the Badger s commander to forgive them
and overlook what they had done, whilst other
members of the crew cried out to the same effect.
This had caused a cessation of fire for about five
minutes, and was only reopened by the smugglers'
treachery. One of the Badgers mariners named
William Cullum, was in consequence shot dead by
a musket aimed at him by one of the smugglers.
Cullum was standing by the windlass at the time,
and died instantly.

The Badger, therefore, again began to fire
into the other ship, but in about another five
minutes the smuggler again called for quarter, and
this was again granted. The cruiser sent her boat
aboard her, and brought off the smuggler's crew,
amounting to twenty-three men, though two others

347

KING'S CUTTERS AND SMUGGLERS

had been killed in the affray. The Badger s
chief mate, on boarding the smuggler, sent away
the latter's crew in their own boat, and seven of
these men were found to be wounded, of whom
one died the following morning. The name of the
vessel was seen to be the Vree Gebroeders.

"The Cruiser's Guns had shot away the Mizzen-Mast."

She was of 119 tons burthen, and had the previous

day started out from Flushing with a cargo of 42

gallons of brandy, 186 gallons of Geneva — these

all being in the 3| gallon half-ankers. But there

was also a good deal of other cargo, consisting of

856 bales of tobacco which contained 51,000 lbs.,

thirteen boxes of tea, and six bags of sugar. All

these goods were made up in illegal-sized packages

348

BY SEA AND LAND

and she had nothing on board except what was
contraband. The chests of tea were found all
ready slung for landing with small ropes.

The Vree Gebroeders was provisioned for
three months, and was armed with four carronades,
9-pounders, and two swivel muskets, bayonets,
and other arms of different kinds. Her destination
had been for Ireland. When the chief mate of the
Badger boarded her he found that the cruiser's
guns had shot away the mizzen-mast, but the
smuggler's skipper remarked to the chief mate
that the spare topmast on deck would serve for a
mizzen and that the square-sail boom would make
an outrigger, and that the trysail would be found
below, but so far, he said, this sail had never been
bent. Later on the chief mate found also the
deck-log of the Vree Gebroeders, which had
been kept on two slates, and it was a noticeable
fact that these were kept in English. They read
thus : —

N.W. by N.

Remarks, Monday 13th.

N.W. by W. At 6.30 Ostend

Light bore S.E. distant

12 miles.

At 4 a.m. Calais Light

bore E. by S.

So when the Badger first sighted this craft

the latter had made her last entry in the log, only

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KING'S CUTTERS AND SMUGGLERS

three and a half hours before. It was significant
that English charts were also found among the
ship's papers, though her manifest, her certificate,
her bill of lading, and other certificates were all in
Dutch. The books found included Hamilton
INIoore's N^avigation, another similar work by
Norie, the Bi'itish Channel Pilot, and Naviga-
tion of the North Seas. There was also found a
Dutch ensign and a Dutch Jack on board, but
there was even an English Prayer-book.

The prisoners remained on board the Badger
until next day, when they were transferred to
H.M.S. Severn. The Vree Gehroeders was taken
into Dover, and was valued, together with her
cargo, at the handsome sum of £11,000, which
would have been a fine amount of prize money ;
but in spite of the clear evidence at the trial, the
jury were so prejudiced in favour of the smugglers
that they found the prisoners not guilty, their
contention being that the ship and cargo were
wholly foreign, and that more than half of the crew
were foreigners.

It had been an unfortunate affair. Besides

the death of Cullum and the two smugglers killed

and the seven smugglers wounded. Lieutenant

Nazer, James Harper, William Poppedwell, Daniel

Hannibel, and James Giles were all wounded on

the Badger, Nazer being wounded on the left

shoulder by a musket ball. The smuggler's crew

had made ludicrous efforts to pretend they were

350

BY SEA AND LAND

Dutch. Dutch names were assumed, but witnesses
at the trial were able to assign to them their
proper appellations, and it was significant that the
crew spoke English without a foreign accent.
Her commander insisted his name was Reymas,
but his real name was Joseph Wills, and he had
been foremost in the calling for quarter. Another
of the crew, who pretended his name was Jan
Schmidt, was found to be an Englishman named
John Smith. The vessel herself had been built by
a Kentishman, living at Flushing, the previous
year.

And here is another of those occasions when
there was displayed an excess of zeal, though
under the circumstances who would blame the
Preventive officer for what he did ? In February
of 1824, a man named Field and his crew of three
came out from Rye — that hotbed of smugglers —
and intended to proceed to the well-known trawl-
ing ground about fifteen miles to the S. W. of Rye,
abreast of Fairlight, but about five or six miles out
from that shore. Unfortunately it fell very calm,
so that it took them some time to reach the
trawling ground, and even when with the assist-
ance of the tide they did arrive there, the wind
was so scant that it was useless to shoot the trawl
in the water. Naturally, therefore, it was a long
time before they had obtained their cargo of flat
fish, and when a little breeze sprang up they had to

get back to Rye, as their provisions had run short.

351

KING'S CUTTERS AND SMUGLGERS

On their way back, when they were only about
four or five miles from their harbour, they fell in
with a small open sailing-boat named the Rose,
containing four or five men. Field's bigger craft
was hailed by the Rose and asked to be taken
in tow, as they also had run short of provisions,
and were anxious to get back to harbour at once.
Field's boat took one of their crew on board,
whilst the rest remained in the Rose and were
towed astern. It was now about four or five in
the morning, and they had not proceeded more
than another couple of miles before they were
hailed again, but this time by a boat under the
command of a Preventive officer named Lipscomb,
who had been sent by Lieutenant Gammon, R.N.,
from the revenue cruiser Cameleon. The cutter's
boat bumped alongside Field's craft, which was
called the JDicnnond. After making fast, Lipscomb
and his boat's crew jumped aboard, and announced
that they suspected the Diamond was fitted
with concealments, and he wished to examine her.
But after rummaging the ship nothing suspicious
was found. Lipscomb then explained that he had
been ordered by Lieutenant Gammon to take
the Diamond and to bring her alongside the
Cameleon and then to order Field and his
crew to go aboard the cruiser as prisoners.

This, of course, did not lead to harmony on

board. Lipscomb attempted to seize hold of the

tiller, so as to steer the vessel back to Hastings

352

BY SEA AND LAND

Roads, where the cruiser was lying, l^ut F'ield
turned to him and said —

" I don't know about your having the helm.
You don't know where the cutter is any more than
I do."

With that, Field pushed the man aside, grasped
hold of the tiller, and shoved it hard up, and
bearing away, ran the vessel out seawards. But
after keeping on this course for twenty minutes
they fell in with the Cameleon, and the two
vessels came near to each other. The cruiser's
commander shouted to Lipscomb, and ordered him
to get into the cruiser's galley, which had been
towing astern of the Diamond all this time, and to
row to the cruiser. This was done, and then
Lipscomb received his orders. He was to return
to the trawler and seize the hands and bring them
to the Cameleon. So the galley returned again
and brought the Diamond's crew as ordered. It
was now 7 a.m., and they were kept as prisoners on
the cutter till 9 a.m. the following day. Lipscomb
and his boat's crew of four now took charge of the
Diamond, and began to trim sheets, and before long
the two craft got separated.

When Field proceeded on board the Cameleon
he took with him his ship's papers at the lieu-
tenant's orders. He then ventured to ask how it
was that his smack had been detained, to which
Gammon replied that he had received information

from the Collector of Customs at Rye. Field,

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KING'S CUTTERS AND SMUGGLERS

however, was incredulous. " I rather doubt your

word," he said, whereupon the officer took out of

his pocket a letter, doubled the page down one or

two lines, and showed the doubting skipper that it

was as the lieutenant had stated. Gammon then

went below and took Field's papers with him, and

there they remained till the following morning.

The Cameleon went jogging along, and having

arrived abreast of Hastings, Gammon sent one of

his crew ashore in the cutter's boat, and later on

fetched him back. The object, no doubt, was to

send the Diamonds papers ashore to be examined

as to their veracity, though nothing was said to

Field on the subject. It is clear that the reply

from the authorities came back that the papers

were found in order, and that Field was not known

as a smuggler ; for after the man who had been

sent ashore returned, the Cameleon made sail, and

stood out to sea for a distance of eighteen miles.

She had lost sight of the Diamond and her prize

crew, and it was not till about breakfast time the

following day that the cruiser found the smack

again. When at length the two craft did come

together, Lipscomb was called on board the

cruiser and summoned below to Gammon. What

exactly the conversation was never came out, but

from subsequent events it is fairly clear that

Gammon asked what opinion Lipscomb had been

able to form of the Diamond, and that the latter

had to admit she was a genuine trawler ; for

354

BY SEA AND LAND

soon after, the lieutenant sent the steward for
Field and one of his men to go below. The two
men did as they were ordered.

" Good morning," said the cruiser's commander
as they came into the cabin, " here are your
papers, Field."

Field hesitated for a moment ; then answered —

" I don't know, sir, as to taking them. I'm
not altogether satisfied about being detained so
long. And had I been aboard the smack, and you
had refused to let me have the tiller," he continued,
getting angrier every moment, " I would have
shot you as sure as you had been a man."

" You may do as you please," came the com-
mander's cool reply, " about taking them, but if
you do not choose to take them, I shall take you
away to Portsmouth and give you up to the Port
Admiral, and let him do with you as he thinks
proper."

Thinking therefore that it were better to be

discreet and hold his tongue. Field took the

papers, went up again on deck, collected his men,

went back to his smack, and the incident ended —

for the present. But the Revenue men had

clearly made an error this time, and had acted

ultra vires. About a year later Field, as a master

and part-owner of the Diamond, brought an action

against Gammon for assault and detention, and was

awarded a verdict and £5 damages.

It is curious to find what sympathy the
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KING'S CUTTERS AND SMUGGLERS

smiio-fflers sometimes received in a section of
society where one would hardly have expected this
to exist. There are at least three instances of men
of position and wealth showing their feelings
undisguisedly in favour of these lawless men.
There was a Lieut. -Colonel Chichester, who was
called upon for explanations as to his conduct
in this respect ; there was the case also of the
naval officer commanding H.M. sloop Py lades
being convicted and dismissed the service for
protecting smugglers, and, most interesting of all,
was the incident which centred round Sir William
Courtenay.

The facts of this case may be summarised
as follows. On Sunday afternoon, the 17th of
February 1833, the Revenue cutter Lively was
cruising at the back of the Goodwins, when
about three o'clock she descried a vessel about five
or six miles off which somehow aroused suspicions.
The name of the latter was eventually found to be
the Admiral Hood. At this time the sloop was
about midway between England and France, her
commander being Lieutenant James Sharnbler,
R.N. The Admii^al Hood was a small dandy-
rigged fore-and-after, that is to say, she was a
cutter with a small mizzen on which she would
set a lugsail. The Lively gave chase, and gradu-
ally began to gain on the other. When the
Admiral Hood was within about a mile of the

Lively, the former hauled across the latter, and

356

BY SEA AND LAND

when she had got on the Lively s weather-bow
the Revenue craft immediately tacked, whereupon
the Admiral Hood put about again and headed
for the French coast. After vainly attempting
to cause her to heave-to by the usual Revenue
signals, the Lively was compelled to fire on her,
and one shot was so well placed that it went clean
through the dandy's sail, and thinking that this
was quite near enough the Admiral Hood hove-to.
But just prior to this, Lieutenant Sharnbler
had ordered an officer and two men to take spy-
glasses and watch her. At this time they were
about fifteen or sixteen miles away from the
North Foreland. One of the men looking through
his glass observed that the Admiral Hood was heav-
ing tubs overboard, and it was then that the first
musket was fired for her to heave- to, but as the
tubs were still thrown overboard for the next
three-quarters of an hour, the long gun and the
muskets were directed towards her. The two
vessels had sailed on parallel lines for a good hour's
chase before the firing began, and the chase went
on till about a quarter to five, the tide at this
time ebbing to the westward and a fine strong
sailing breeze. There was no doubt at all now
that she was a smuggler, for one of the Lively s
crew distinctly saw a man standing in the Admiral
Hoods hatchway taking tubs and depositing them
on deck, whilst some one else was taking them
from the deck and heaving them overboard, the

357

KING'S CUTTERS AND SMUGGLERS

tubs being painted a dark green so as to resemble
the colour of the waves. As the Lively came ramp-
ing on, she found numbers of these tubs in the wake
of the Admiral Hood, and lowered a boat to pick
them up, and about twenty-two were found a

" The Admiral Hood was heaving tubs overboard."

hundred yards from the smuggler, and the Lively
also threw out a mark-buoy to locate two other
tubs which they passed. And, inasmuch as there
was no other vessel within six miles distance, the
Admiral Hood beyond a shadow of doubt was
carrying contraband.

After the vessel was at length hove-to, she was

358

BY SEA AND LAND

seized and ultimately taken into Rochester, and
information was duly laid against the persons who
had been engaged in this smuggling adventure.
But it is here that Sir William Courtenay comes
into the story. This gentleman, who had his seat
at Powderham Castle, Devon, came forward and
swore positively that the tubs, which the Lively
was supposed to have picked up, had been seen
floating off* the coast. He himself was staying
on a visit to Canterbury, and on that Sunday after-
noon happened to be sailing about off the Kentish
coast, and sighted the Lively about two o'clock.
He kept her in sight, he said, until four o'clock.
He also saw the Admiral Hood, and witnessed her
being chased by the Lively, but he had seen the
tubs for most of the day, as they had come up with
the tide from the westward. With his own eyes,
and not through a spy-glass, he witnessed the
Admiral Hood being captured by the cruiser, and
followed up this evidence by remarking that " the
tubs I saw picked up did not come out of the Lord
Hood. I say so sterling and plump."

This was exactly the reverse of the testimony
as given by the crew of the Lively, so it was
evident that some one was lying. But to make a
long story short, it was afterwards found that Sir
William was not only not afloat that afternoon,
did not see the tubs, did not see the two crafts,
but was miles away from the scene, and at the time

of the chase was in church. He was accordingly

359

KING'S CUTTERS AND SMUGGLERS

brought for trial, found guilty, and sentenced to be
imprisoned for three calendar months, and after
the expiration of this, he was to be " transported to
such a place beyond the seas as his Majesty may
direct, for the term of seven years."

He was convicted on unmistakable testimony
of having committed perjury ; in fact, Mr. Justice
Parke, in giving judgment at the time, remarked
that it was the clearest evidence in a perjury case
that had ever fallen to his lot to try. As to the
motive, it was thought that it was done solely
with a desire to obtain a certain amount of popu-
larity among the smugglers. Sir William saw
that the case would go against the latter unless
some one could give evidence for their side. There-
fore, abusing his own position and standing, he came
forward and perjured himself It is a curious case,
but in the history of crime there is more than one
instance of personal pride and vanity being at the
root of wrong-doing.

360

CHAPTER XIX

ACTION AND COUNTER-ACTION

It is conscience that makes cowards of us all, and
this may be said of smugglers no less than of law-
abiding citizens. A trial was going on in connec-
tion with a certain incident which had occurred in
Cawsand Bay, Plymouth Sound. It was alleged
that, on the night of November 17, 1831, a man
named Phillips had been shot in the knee whilst in
a boat, trying with the aid of some other men to
get up an anchor. The chief officer of the Pre-
ventive service at Cawsand was accused by Phillips
of having thus injured him, and the case in the
course of time was brought into court. Among
the witnesses was one whom counsel believed to
be not wholly unconnected with smuggling.
Whether or not this was true we need not worry
ourselves, but the following questions and answers
are well worth recording.

Cawsand was a notorious smuggling locality,
and its secluded bay, with plenty of deep water
almost up to the beach, made it highly suitable for
sinking tubs well below the surface of the water.
And then there must have been very few people

ashore who had never been concerned in this con-

361

KING'S CUTTERS AND SMUGGLERS

traband trade. In such villages as this you might
usually rely on the local innkeeper knowing as
much as anyone in the neighbourhood on the
subject of smuggling. Such a man, then, from
Cawsand, illiterate, but wideawake, went into the
witness-box for counsel to cross-examine, and the
following dialogue carries its own conviction : —

Question. " You are an innkeeper and sailor, if
I understand you rightly ? "

Answer. " Yes ! "

Q, "Is that all?"

A. " Mariner and innkeeper."

Q. " Is that all the trades you follow ? "

A. " Fishing sometimes."

Q. " What do you fish for ? "

A. " DifFerent sorts of fish."

Q. " Did you ever fish for half- ankers ? "

A. ''Half-ankers?"

Q. " Casks of spirits — is that part of your
fishing-tackle ? "

A. "No, I was never convicted of no such
thing."

Q. " I am not asking you that. You know
what I mean. I ask whether it is part of your
profession."

A. "No, it was not."

Q. " You never do such things ? "

A. " What should I do it for ? "

Q. " I cannot tell you. I ask you whether

you do it, not what you do it for."

362

ACTION AND COUNTER-ACTION

A. "I may choose to resolve whether I tell
you or not."

Q. " I will not press you if your conscience is
tender. You will not tell me whether you do a
little stroke in the Fair trade upon the coast ? You
will not answer me that question ? "

A. ''\ am teUing the truth."

Q. " Will you answer that question ? "

A. "No."

Q. "Are you or are you not frequently in
practice as a smuggler ? "

A. "No!"

And that was all that could be got out of a
man who probably could have told some of the
best smuggling yarns in Cornwall. The inhabitants
so thoroughly loathed the Preventive men that, to
quote the words of the man who was chief officer
there at the time we are speaking of, " the hatred
of the Cawsand smugglers is ... so great that
they scarcely ever omit an opportunity of showing
it either by insult or otherwise."

There was a kind of renaissance of smuggling
about the third decade of the nineteenth century,
and this was brought on partly owing to the fact
that the vigilance along our coasts was not quite
so smart as it might have been. But there were
plenty of men doing their duty to the service, as
may be seen from the account of Matthew Morrissey,
a boatman in the Coastguard Service at Little-
hampton. About eleven o'clock on the evening of

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KING'S CUTTERS AND SMUGGLERS

April 5, 1833, he saw a vessel named the Nelson^
which had come into harbour that day. On
boarding her, together with another boatman, he
found a crew of two men and a boy. The skipper
told him they were from Bognor in ballast. Mor-
rissey went below, got a light, and searched all
over the after-cabin, the hold, and even over-
hauled the ballast, but found nothing. He then
got into the Coastguard boat, took his boat-hook,
and after feeling along the vessel's bottom, dis-
covered that it was not as it ought to have been.

'* I'm not satisfied," remarked the Coastguard
to her skipper, Henry Roberts, " I shall haul you
ashore."

One of the crew replied that he was " very
welcome," and the Coastguard then sent his com-
panion ashore to fetch the chief boatman. The
Coastguard himself then again went aboard the
N^elson, whereupon the crew became a little rest-
less and went forward. Presently they announced
that they would go ashore, so they went forward
again, got hold of the warp, and were going to haul
on shore by it when the Coastguard observed,
" Now, recollect I am an officer in his Majesty's
Revenue duty, and the vessel is safely moored and
in my charge ; and if you obstruct me in my duty
you will abide by the consequences." He took the
warp out of their hands, and continued to walk up
and down one side of the deck while the crew

walked the other. This went on for about twenty

364

ACTION AND COUNTER-ACTION

minutes, when Henry Roberts came up just as the
Coastguard was turning round, and getting a firm

"Getting a firmlgrip, pushed him

into the water."

grip, pushed him savagely aft and over the vessel's
quarter into the water. Heavily laden though the
Coastguard was with a heavy monkey-jacket, petti-
coat canvas trousers over his others, and with his

365

KING'S CUTTERS AND SMUGGLERS

arms as well, he had great difficulty in swimming,
but at last managed to get to the shore. The
chief boatman and the other man were now arriv-
ing, and it was found that the Nelsons crew had
vanished. The vessel was eventually examined,
and found to have a false bottom containing thirty-
two tubs of liquor and twenty-eight flagons of
foreign brandy. Roberts was later on arrested,
found guilty, and transported for seven years.

A few pages back we witnessed an incident off
Hastings. On the 5th of January 1832, a much
more serious encounter took place. Lieutenant
Baker, R.N., was cruising at that time in the
Revenue cutter Ranger off the Sussex coast, when
between nine and ten in the evening he saw a
suspicious fire on the Castle Hill at Hastings.
Believing that it was a smuggler's signal, he de-
spatched his four-oared galley, with directions to
row between Eccles Barn and the Martello Tower,
No. 39. At the same time the Ranger continued
to cruise off the land so as to be in communication
with the galley. About 1 a.m. a report was heard
from the Hastings direction, and a significant blue
light was seen burning. Baker therefore took
his cutter nearer in-shore towards the spot where
this light had been seen. He immediately fell in
with his galley, which had shown the blue light,
and in her he found about two hundred casks of
different sizes containing foreign spirits, and also

five men who had been detained by the galley.

366

ACTION AND COUNTER ACTION

The men of course were taken on board the
cruiser, and as the morning advanced, the Ranger
again stood into the shore so that the lieutenant
might land the spirits at the Custom House. Then
getting into his galley with part of his crew, the
tubs were towed astern in the cutter's smaller
boat. But on reaching the beach, he found no
fewer than four hundred persons assembled with
the apparent intention of preventing the removal
of the spirits to the Custom House, and especially
notorious among this gang were two men, named
respectively John Pankhurst and Henry Stevens.
The galley was greeted with a shower of stones,
and some of the Revenue men therein were struck,
and had to keep quite close to the water's edge.
Stevens and Pankhurst came and deposited them-
selves on the boat's gunwale, and resisted the re-
moval of the tubs. Two carts now came down to
the beach, but the mob refused to allow them to
be loaded, and stones were flying in various direc-
tions, one man being badly hurt. Lieutenant
Baker also received a violent blow from a large
stone thrown by Pankhurst.

But gradually the carts were loaded in spite of
the opposition, and just as the last vehicle had
been filled, Pankhurst loosened the bridle-back of
the cart which was at the back of the vehicle
to secure the spirits, and had not the Revenue
officers and men been very smart in surrounding
the cart and protecting the goods, there would have

367

KING'S CUTTERS AND SMUGGLERS

been a rescue of the casks. Ultimately, the carts
proceeded towards the Custom House pursued by
the raging mob, and even after the goods had been
all got in there was a good deal of pelting with
stones and considerable damage done. Yet again,
when these prisoners, Pankhurst and Stevens, were
brought up for trial, the jury failed to do their
duty and convict. But the Lord Chief Justice of
that time remarked that he would not allow
Stevens and Pankhurst to be discharged until they
had entered into their recognisances to keep the
peace in £20 each.

But next to the abominable cruelties perpe-
trated by the Hawkhurst gang related in an earlier
chapter, I have found no incident so utterly brutal
and savage as the following. I have to ask the
reader to turn his imagination away from Sussex,
and centre it on a very beautiful spot in Dorset-
shire, where the cliffs and sea are separated by only
a narrow beach. On the evening of the 28th
of June 1832, Thomas Barrett, one of the
boatmen belonging to the West Lulworth Coast-
guard, was on duty and proceeding along the top
of the cliff towards Durdle, when he saw a boat
moving about from the eastward. It was now
nearly 10 p.m. He ran along the cliff, and then
down to the beach, where he saw that this boat had
just landed and was now shoving off again. But
four men were standing by the water, at the very

spot whence the boat had immediately before

368

ACTION AND COUNTER-ACTION

pushed off. One of these men was James Davis,
who had on a long frock and a covered hat painted
black.

Barrett asked this little knot of men what
their business was, and why they were there at
that time of night, to which Davis replied that
they had " come from Weymouth, pleasuring ! "
Barrett observed that to come from Weymouth
(which was several miles to the westward) by
the east was a " rum " way. Davis then denied
that they had come from the eastward at all,
but this was soon stopped by Barrett remarking
that if they had any nonsense they would get
the worst of it. After this the four men went
up the clifF, having loudly abused him before pro-
ceeding. On examining the spot where the boat
had touched, the Coastguard found twenty-nine
tubs full of brandy lying on the beach close to
the water's edge, tied together in pairs, as was
the custom for landing. He therefore deemed it
advisable to burn a blue light, and fired several
shots into the air for assistance.

Three boatmen belonging to the station saw
and heard, and they came out to his aid. But
by this time the country-side was also on the
alert, and the signals had brought an angry crowd
of fifty men, who sympathised with the smugglers.
These appeared on the top of the cliff, so the
four coastguards ran from the tubs (on the beach)
to the cliff to prevent this mob from coming

369 2 a

KING'S CUTTERS AND SMUGGLERS

down and rescuing the tubs. But as the four
men advanced to the top of the cliff, they hailed
the mob and asked who they were, announcing
that they had seized the tubs. The crowd made
answer that the coastguards should not have the
tubs, and proceeded to fire at the quartette and
to hurl down stones. A distance of only about
twenty yards separated the two forces, and the
chief boatman ordered his three men to fire up
at them, and for three-quarters of an hour this
affray continued.

It was just then that the coastguards heard
cries coming from the top of the cliff — cries as
of some one in great pain. But soon after the
mob left the cliff and went away ; so the coast-
guards went down to the beach again to secure
and make safe the tubs, where they found that
Lieutenant Stocker was arriving at the beach in
a boat from a neighbouring station. He ordered
Barrett to put the tubs in the boat and then to
lay a little distance from the shore. But after
Barrett had done this and was about thirty yards
away, the lieutenant ordered him to come ashore
again, because the men on the beach were bring-
ing down Lieutenant Knight, who was groaning
and in great pain.

What had happened to the latter must now

be told. After the signals mentioned had been

observed, a man named Duke and Lieutenant

Knight, R.N., had also proceeded along the top

370

ACTION AND COUNTER-ACTION

of the cliff. It was a beautiful starlight night,
with scarcely any wind, perfectly still and no moon
visible. There was just the sea and the night
and the cliffs. But before they had gone far they
encountered that mob we have just spoken of at
the top of the cliff. Whilst the four coastguards
were exchanging fire from below. Lieutenant
Knight and Duke came upon the crowd from
their rear. Two men against fifty armed with
great sticks 6 feet long could not do much. As
the mob turned towards them, Lieutenant Knight
promised them that if they should make use of
those murderous-looking sticks they should have
the contents of his pistol.

But the mob, without waiting, dealt the first
blows, so Duke and his officer defended them-
selves with their cutlasses. At first there were
only a dozen men against them, and these the
two managed to beat off. But other men then
came up and formed a circle round Knight and
Duke, so the two stood back to back and faced
the savage mob. The latter made fierce blows at
the men, which were warded off by the cutlasses
in the men's left hands, two pistols being in the
right hand of each. The naval men fired these,
but it was of little good, though they fought like
true British sailors. Those 6-foot sticks could
reach well out, and both Knight and Duke were
felled to the ground.

Then, like human panthers let loose on their
371

KING'S CUTTERS AND SMUGGLERS

prey, this brutal, lawless mob with uncontrolled
cruelty let loose the strings of their pent-up
passion. They kept these men on the ground
and dealt with them shamefully. Duke was
being dragged along by his belt, and the crowd
beat him sorely as he heard his lieutenant ex-
claim, " Oh, you brutes ! " The next thing which
Duke heard the fierce mob to say was, " Let's

kill the and have him over the cliff." Now

the cliff at that spot is 100 feet high. Four
men then were preparing to carry out this com-
mand— two were at his legs and two at his hands
— when Duke indignantly declared, " If Jem was
here, he wouldn't let you do it."

It reads almost like fiction to have this dramatic
halt in the murder scene. For just as Duke
was about to be hurled headlong over the side,
a man came forward and pressed the blackguards
back on hearing these words. For a time it was
all that the new-comer could do to restrain the
brutes from hitting the poor fellow, while the
men who still had hold of his limbs swore that
they would have Duke over the cliff. But after
being dealt a severe blow on the forehead, they
put him down on to the ground and left him
bleeding. One of the gang, seeing this, observed
complacently, " He bleeds well, but breathes
short. It will soon be over with him," And with
that they left him.

The man who had come forward so miraculously

372

ACTION AND COUNTER-ACTION

Let's . . . have him over the cliff.'

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KING'S CUTTERS AND SMUGGLERS

and so dramatically to save Duke's life was
James Cowland, and the reason he had so acted
was out of gratitude to Duke, who had taken
his part in a certain incident twelve months ago.
And this is the sole redeeming feature in a glut
of brutality. It must have required no small
amount of pluck and energy for Cowland to
have done even so much amid the wild fanati-
cism which was raging, and smuggler and ruffian
though he was, it is only fair to emphasize and
praise his action for risking his own life to save
that of a man by whom he had already benefited.

But Cowland did nothing more for his friend
than that, and after the crowd had indulged
themselves on the two men they went off to their
homes. Duke then, suffering and bleeding, weak
and stunned, crawled to the place where he had
been first attacked — a little higher up the cliff —
and there he saw Knight's petticoat trousers, but
there was no sign of his officer himself.

After that he gradually made his way down to

the beach, and at the foot of the cliff he came upon

Knight lying on his back immediately below where

the struggle with the smugglers had taken place.

Duke sat down by his side, and the officer, opening

his eyes, recognised his man and asked, " Is that

you ? " But that was all he said. Duke then went

to tell the coastguards and Lieutenant Stocker on

the beach, who fetched the dying man, put him

into Lipscomb's boat, and promptly rowed him to

374

ACTION AND COUNTER-ACTION

his home at Lulworth, where he died the next
day. It is difficult to write cahnly of such an
occurrence as this : it is impossible that in such
circumstances one can extend the slightest sym-
pathy with a race of men who probably had a hard
struggle for existence, especially when the fishing
or the harvests were bad. The most one can do
is to attribute such unreasoning and unwarranted
cruelty to the ignorance and the coarseness which
had been bred in undisciplined lives. Out of
that seething, vicious mob there was only one
man who had a scrap of humanity, and even he
could not prevent his fellows from one of the
worst crimes in the long roll of smugglers' delin-
quencies.

The days of smugglers were, of course, coinci-
dent with the period of the stage-coach. In the
year 1833 there was a man named Thomas Allen,
who was master and part-owner of a coasting
vessel named the Good Intent, which used to
trade between Dover and London. In February
of that year Thomas Becker, who happened to be
the guard of the night coaches running between
Dover and London, came with a man named
Tomsett to Allen, and suggested that the latter
should join them in a smuggling transaction,
telling him that they knew how to put a good
deal of money into his pocket. At first Allen
hesitated and declined, but the proposal was again

renewed a few days later, when Allen again

375

KING'S CUTTERS AND SMUGGLERS

declined, as it was too risky a business. But at
length, as " trade was very bad," both he and a
man named Sutton, one of his crew, agreed to
come into the scheme. What happened was as
follows : —

The Good Intent left Dover on February
23, went as far as the Downs about two miles
from the coast, and under cover of darkness took
on board from a French vessel, which was there
waiting by appointment, about forty bales of silk.
In order to be ready to deal with these, the
Good Intent had been provided with sufficient
empty crates and boxes. The silks were put into
these, they were addressed to some persons in
Birmingliam, and, after being landed at one of the
London quays as if they had come from Dover,
they were sent across to the Paddington Canal, and
duly arrived at their destination. Allen's share of
that transaction amounted to about £80. He had
done so well that he repeated the same practice in
April and May ; but in June some tea which he
brought in was seized, and although he was not
prosecuted yet it gave him a fright. But after
being entreated by the two tempters, he repeated
his first incident, took forty more bales on board,
and arrived at the Port of London. But the
Custom House officials had got wind of this,
and when the Good Intent arrived she was
searched. In this case the goods had not been
put into crates, but were concealed in the ballast,

376

ACTION AND COUNTER-ACTION

the idea being not to land them in London but to
bring them back under the ballast to Dover.

The first remark the Customs officer made was.

''Under cover of darkness took on board . . . forty
bales of silk."

" There is a great deal more ballast here than is
necessary for such a ship," and promptly began
moving the same. Of course the goods w^ere dis-
covered, and of course Allen pretended he knew

377

KING'S CUTTERS AND SMUGGLERS

nothing about the forty bales being there con-
cealed. They were seized and condemned.

Becker sfot to hear of this disaster and that a
warrant was out for his own arrest, so he quickly
hopped across to Calais. An officer was sent both
to Deal and to Dover to find Tomsett, but found
him not, so he crossed over to Calais, and
among the first people whom he saw on Calais pier
were Tomsett and Becker walking about together.
The officer had no wish to be seen by Becker, but
the latter saw him, and came up and asked him
how he was and what he was doing there. The
officer made the best excuse he could, and stated
that he had got on board the steam-packet and
been brought off by mistake.

" Oh, I am here in consequence of that rascal
Allen having peached against us," volunteered
Becker, and then went on to say that he was as
innocent as the child unborn. However, the judge,
at a later date, thought otherwise, and imposed a
penalty of £4750, though the full penalty really
amounted to the enormous sum of £71,000.

378

CHAPTER XX

FORCE AND CUNNING

A SMUGGLING vessel was usually provided with
what was called a tub-rail — that is to say, a rail
which ran round the vessel just below the gun-
wale on the inside. When a vessel was about to
arrive at her destination to sink her tubs, the pro-
ceeding was as follows. The tubs were all made
fast to a long warp, and this warp with its tubs
was placed outside the vessel's bulwarks, running
all round the ship from the stern to the bows and
back again the other side. This warp was kept
fastened to the tub-rail by five or seven lines called
stop-ropes. Consequently all the smugglers had
to do was to cut these stop-ropes, and the tubs
and warp would drop into the water, the stone
weights immediately sinking the casks.

Bearing this in mind, let us see the Revenue
cutter Tartar, on the night between the 3rd
and 4th of April 1839, cruising off Kimeridge,
between St. Alban's Head and Weymouth, and a
little to the east of where Lieutenant Knight was
murdered, as we saw in the last chapter. About

1.40 A.M. Lieutenant George Davies, R.N., the

379

KING'S CUTTERS AND SMUGGLERS

Tartars commander, was below sleeping with
his clothes and boots on, when he heard the officer
of the watch call for him. Instantly he went on
deck and saw a smuggling vessel. She was then
about thirty yards away and within a mile of the
shore. Her name was afterwards found to be the
French sloop Diane.

It was rather a warm, thick night, such as one
sometimes gets in April when the weather has
begun to get finer. By the time that the cruiser's
commander had come up on deck, both the cutter
and the Diane were hove-to, and the vessels
were close alongside. When first sighted by the
boatswain the smuggler was standing out from
the land. The Tartar's boat was now launched
into the water, and the bo'sun and two men pulled
off in her and boarded the Diane, and then
came back to fetch Lieutenant Davies. The instant
the latter boarded the Diane, he saw one of the
latter s crew throwing something overboard. He
stooped down to pick something up, when Davies
rushed forward and caught him round the body as
something fell into the water, and a tub-hoop, new,
wet, and green, was taken from him. Davies called
to his bo'sun to bring a lantern, so that he might
identify the seized man and then proceed to search
the vessel.

A tub-rail and stop-rope were found on board,

and, on going below, the hold was found to be

strewn with chips of tub-hoops and pieces of stones

380

FORCE AND CUNNING

for sinking. The upper deck was similarly strewn,
while by the hatchway were found sinker-slings.
These sinkers in actual employment were accus-
tomed to be suspended and hitched round the
warp at about every sixth tub. The Diane's
master was asked where his boat was since none
was found aboard, but there was no satisfactory
answer. Tub-boards for fixing on deck so as to
prevent the tubs from rolling overboard were also
found, so altogether there was sufficient reason for
seizing the vessel, which was now done. She was
taken into Weymouth and her crew brought before
a magistrate. And in that port the tub-boat was
also found, for the smugglers had doubtless sent
most of their cargo ashore in her whilst the
Diane was cruising about between there and
St. Alban's Head. It was significant that only
three men were found on board, whereas smuggling
vessels of this size (about twenty to thirty tons)
usually carried eight or nine, the explanation being
that the others had been sent out with the tub-
boat. But the rest of the cargo had evidently
been hurriedly thrown overboard when the
Tartar appeared, and because these casks were
thrown over so quickly, fifty-nine of them had
come to the surface and were subsequently re-
covered. But besides these, 154 casks were also
found on one sling at the bottom of the sea close
to where the Diane had been arrested, for at the

time when this occurrence had taken place the

381

KING'S CUTTERS AND SMUGGLERS

Tartars men had been careful at once to take
cross bearings and so fix their position.

One of the most interesting of these smugghng
events was that which occurred in the Medway.
About eight o'clock on the evening of March 27,
1839, a smack called the Mary came running into
the river from outside. At this time it was
blowing very hard from the N.E., and the tide
was ebbing, so that of course wind would be
against tide and a certain amount of sea on. But
it was noticed by the coastguard at Garrison
Point, which commands the entrance to this river,
that the Mary had got far too much sail up —
whole mainsail as well as gafF-topsail. Consider-
ing it was a fair wind and there was a good deal
of it, there was far more canvas than was neces-
sary, even allowing for the tide.

It was a rule that all vessels entering the
Medway should bring-to off Garrison Point, and
allow themselves to be boarded and searched, if
required by certain signals. In order to compel
the Mary so to do, the coastguard at this point
fired a shot and rowed off to meet her. But the
smack held on. She was steering straight for
the Isle of Grain, and showed no intention of
starboarding her helm so as to get on a proper
course up the Medway. Another shot was fired,
and yet she held on. Now there were some of
her Majesty's ships lying near the Grain, which

is on the starboard hand as you pass up the river,

382

FORCE AND CUNNING

viz. the Dcedalus and the Alfred. These vessels
were of course swung with the tide, and between
the Dcedcdus and the Isle of Grain the smack
manoeuvred.

A third shot now came whizzing by from the
boat that was rowing hard against the tide, and
the smack came round between the Alfi^ed and

" Another shot was fired."

Dcedalus. The coastguard then boarded the Mary,
and the master said he was from Brightlingsea.
He pretended that he thought the firing was
not from the coastguard, but from a ship at the
Little Nore, which is the channel that runs
up to Garrison Point from the Nore Lightship.
This was curious, for the Mary had been in the
habit of going up the Medway, and hitherto

had always hove-to off Garrison Point for the

383

KING'S CUTTERS AND SMUCxGLERS

coastguard to come aboard. Her skipper excused
his action by stating that he was frightened of
heaving- to as he might have carried away his
mast and gone ashore, if he had hauled up and
gybed.

But it was pointed out that it was a foolish and
unsafe course for the Mary to steer between the
Dcedalus and the Grain Island, especially as it
was a dark night without any moon, and blowing
very hard. But on going aboard, the coastguard
was not surprised to detect a strong smell of gin,
as if spirits had quite recently been removed from
the smack. And after making a search there was
nothing found on board except that she was in
a great state of confusion. None the less it was
deemed advisable to place a couple of officers on
board her to accompany her up to Rochester.
This was on the Friday night, and she arrived
at Rochester the same day.

On the Sunday it occurred to the officers to
search for the spirits which they were sure the
Mary had on board, so they proceeded to that
spot by the Doedalus where the Mary had luffed
round and met the coastguard boat. After sweep-
ing for half-an-hour they found 115 tubs slung
together to a rope in the usual manner. At
each end of the rope was an anchor, and be-
tween these anchors was a number of tubs, and
in between each pair of tubs were stones. So

the Mary had gone into that little bight in order

384

FORCE AND CUNNING

that she might throw her tubs overboard, which
would be sunk by the stones, and the two anchors
would prevent them from being drifted away by
the tide. The warp, it was thought, had been
in the first instance fastened to the tub-rail in
the manner we have already described, and at the
third gun the stop-ropes were cut, and the whole
cargo went with a splash into the water, and the

^ ~

Methods employed by Smugglers for Anclioring tubs thrown Overboard.

vessel sailed over the tubs as they sank to the
muddy bottom.

The usual way to get these tubs up was of
course by means of grapnels, or, as they were
called, " creepers." But the spot chosen by the
Mary was quite close to the moorings of the
Dcedalus, so that method would only have fouled
the warship's cables. Therefore the following
ingenious device was used. A large heavy rope
was taken, and at each end was attached a boat.
The rope swept along the river-bed as the boats

385 2 B

KING'S CUTTERS AND SMUGGLERS

rowed in the same direction stretching out the
rope. Before long the bight of this rope found
the obstructing tubs, stones, warp, and anchor, and
that having occurred, the two boats rowed close
together, and a heavy iron ring was dropped over
the two ends of the rope, and thus sank and
gripped the rope at the point where it met with
the obstruction. All that now remained, therefore,
was to pull this double rope till the obstruction
came up from the bottom of the water. And in
this manner the articles which the 3Iary had
cast overboard were recovered.

She was obviously a smuggler, as besides this
discovery she was found to be fitted with conceal-
ments, and fourteen tholes were found on board
"muffled" with canvas and spun yarn, so as to
be able to row silently. Her skipper, Wilhani
Evans, was duly prosecuted and found guilty ;
and it was during the course of this trial that
the interesting dialogue occurred between counsel
and the coastguard as to whether the first warning
gun fired was always shotted or not. As we
have already discussed this point, we need not
let it detain us now.

The year 1849 was interesting, as it witnessed
the seizing of one of the earliest steamcraft on
a charge of smuggling. Very late in the day of
May 15 the steam-tug Royal Charter, employed
in towing vessels in and out of Portsmouth
harbour, had been taken to Spithead without

386

FORCE AND CUNNING

the permission of her owner, and information was
given to the coastguard. About midnight she
was first discovered steaming towards the port
with a small boat attached to her stern, being
then about half a mile from the harbour. Chase
was then made and the vessel hailed and ordered
to heave-to. She replied that she would round-to
directly, but in fact she held on and steamed
at full speed, notwithstanding that several shots
were fired at her. As she entered Portsmouth
harbour she was pursued by the Customs boat,
who asked them to shut off steam and be examined.
Of course full speed in those days meant nothing
very wonderful, and it was not long before she
was boarded. She had a crew of three, and there
were ten men in the boat towing astern, most of
whom were found to have been previously con-
victed of smuggling. It seems strange to find
a steamboat pursuing the old tactics of the sailing
smacks, but in her wake there were found 150
half-ankers within about 300 yards of her and
where she had passed. The vessel and boat were
seized, and the men taken before the magistrates
and convicted.

But the following is an instance of steam being
employed against smugglers. One Sunday towards
the end of October 1849, about nine o'clock in
the morning, the local receiver of duties informed
the tide surveyor at St. Heliers, Jersey, that
there was a cutter which (from information re-

387

KING'S CUTTERS AND SMUGGLERS

ceivcd) he was convinced was loaded with brandy.
This cutter was in one of the bays to the N.W.
of the island. But as the wind was then blowing
from the W.N.W. and a very heavy surf was
rolling in, the consent of the harbour-master was
obtained to use the steam-tug Polka to go round
in search of her, the understanding being that
she was to be paid for if a seizure were made.
The wind and sea were so boisterous that the
Revenue boat could not have been used.

Steamer and officers therefore proceeded round
the coast till they reached Plemont Bay, about
twenty miles from St. Helier, and there they
found a small cutter lying at anchor close under
the cliff, but with no one on board. The steamer
lowered a boat and found the cutter to be the
Lion of Jersey, five tons, with four hogsheads and
seven quarter casks of brandy. The officers then
weighed anchor, and by sailing and towing got
her round to St. Helier harbour, where she was
dismantled, and the brandy and her materials
lodged at the Custom House. This little craft
had come from Dielette in France, and as Plemont
Bay was a very secluded locality, she would have
run her goods there with perfect success, had she
not been discovered while her crew were on shore,
whither they had probably gone for the purpose
of making arrangements for getting the cargo
landed.

But by the middle of the nineteenth century so
388

FORCE AND CUNNING

thoroughly had the authorities gripped the smug-
ghng evil that these men were actually sometimes
afraid to take advantage of what fortune literally
handed out to them. The schooner JValte?^ of
Falmouth was bound on a voyage from Liverpool
to Chichester with a cargo of guano on May 30,
1850. Her crew consisted of Stephen Sawle,
master, Benjamin Bowden, mate, Samuel Banister,
seaman, and George Andrews, boy. On this day
she was off Lundy Island, when Andrews espied
a couple of casks floating ahead of the schooner
and called to the master and mate, who were
below at tea. They immediately came up on
deck, and the master looked at the kegs through
his glass, saying that he thought they were pro-
visions.

The three men then got out the ship's boat,
rowed after the casks and slung them into the
boat, and brought them on board. In doing so
the mate happened to spill one of them, which
contained brandy. This gave the skipper some-
thing of a fright, and he directed the mate and
seaman to throw the casks overboard. They both
told him they thought he was a great fool if he did
so. He gave the same orders a second time and
then went below, but after he had remained there
for some time, he said to his crew, " If you will all
swear that you will not tell anybody, I will risk
it." They all solemnly promised, the master swear-
ing the mate, the seaman, and the boy on the ship's

389

KING'S CUTTERS AND SMUGGLERS

Bible that they would not tell the owner or any
living creature.

Presently the mate and Banister removed the
hatches and handed up about two tiers of guano,
sent the casks of brandy below and placed bags on
their top. After the master had been below a
couple of hours, he asked whether the casks were
out of sight. The mate and Banister replied that
they were, whereupon the master took a candle,
examined the hold, and afterwards the sleeping-
berths, but he could not see anything of the
brandy. He then went to the boy and said,
" Mind you don't let Mr. Coplin [the owner] know
anything about this business, for the world."

The vessel arrived at Falmouth on Sunday

morning, the 2nd of June, and brought up off

the Market Strand. At six in the morning the

boy went ashore and returned about midnight.

The mate was on board and addressed him thus,

*' You knew very well what was going on and

ought to have been on board before this." For at

that time both the master and Banister were ashore.

On Monday the boy went down to the hold and

saw the brandy was gone, and the same night about

half-an-hour before midnight the mate and Banister

brought four gallons of the brandy to where the

boy was lodging, as his share. The youngster

complained that it was very little, to which Banister

replied that one of the casks had leaked amongst

the cargo of guano or he would have had more.

390

FORCE AND CUNNING

Ostensibly the schooner had put into Falmouth
for repairs. Later on the Custom House officers
got to hear of it, but it was then the month of
July, and the schooner had since sailed and pro-
ceeded to Liverpool.

On the 1st of October of this same year a
highly ingenious device was discovered through a
hitch, which unfortunately ruined the smugglers'
chances. In its broad conception it was but a
modification of an idea which we have already
explained. In its application, however, it was
unique and original. At half-past six on this
morning a fore-and-aft-rigged vessel was observed
to be sailing into Chichester harbour. When first
discovered, she was about a mile from Hay ling
Island. She was boarded, as smuggled goods were
supposed to have been taken by her from a raft at
sea. Manned by a master and a crew of two, all
English, she was well known in that neighbourhood.
She was registered at Portsmouth as the Rival.

Her cargo was found to consist of a few oysters

and thirteen tubs of spirits, but these were attached

to the stern in a most ingenious manner. By her

stern-post was an iron pipe, and through this pipe

ran a chain, one end of which was secured at the

top, close to the tiller, the other end running right

down into the water below the ship. Attached to

the chain in the water were thirteen tubs wrapped

in canvas. The theory was this. As the vessel

sailed along, the chain would be hauled as tight as it

391

KING'S CUTTERS AND SMUGGLERS

would go, so that the casks were kept under the ves-
sel's stern and below water. Now, having arrived
in Chichester harbour, the helmsman had suddenly-
let go the chain, but the latter had unhappily
jammed in the pipe, and the tubs were thus dragged

-POST SEEN ?-ROH
Be LOW.

CHAIN LEDTMF50UGH
TUBE FORMINQ P1HTL£

y^jga^yv-e^y^y vA,ys^ft .^a^^V^a^^jv^a,

13 CASKS IN CANVAS COVER

The RivaPs Ingenious Device (see text).

with a large scope of chain. The coastguard in
coming alongside used his boat-hook underneath,
and thus caught hold of the chain and tubs. The
vessel was now soon laid ashore, and when her
bottom was examined, the whole device was dis-
covered. It had only quite recently been added,
but the crew were notorious smugglers, so they got

themselves into trouble in spite of their ingenuity.

392

FORCE AND CUNNING

And now let us bring this list of smuggling
adventures to an end with the activities of a very-
ubiquitous French sloop named the Georges, which
came into prominent notice in the year 1850. Her
port of departure was Cherbourg, and she was wont
to run her goods across to the south coast of
England with the greatest impudence. In piecing
together this narrative of her adventures, it has
been no easy task to follow her movements, for she
appeared and disappeared, then was seen some-
where else perhaps a hundred miles away in a very
short time.

It appears that on April 19 the Geo7^ges, whose
master's name was Gosselin, cleared from Cherbourg,
and two days later was sighted by the commander
of the Revenue cutter Cameleon off Bembridge
Ledge, about one o'clock in the afternoon, about
eight or nine miles E.S.E. After she had come up
she was boarded by the Cameleon, and was found to
have one passenger, whom the Cameleon s com-
mander described as an Englishman " of a most
suspicious appearance." But after being searched
she was found perfectly " clean " and free from
any appearance of tubs or smell of spirits. The
Revenue cutter's commander therefore formed the
opinion that the Georges was fitted with some con-
cealments somewhere. In order to discover these,
it would be essential for the craft to be hauled
ashore. He therefore did not detain her, but, as

she was bound for Portsmouth, put an officer and a

393

KING'S CUTTERS AND SMUGGLERS

couple of men aboard her till she should arrive at
that port. One thing which had aroused suspicions
was the finding on board of exceptionally large fend-
offs. These were just the kind which were used
by smuggling ships accustomed to be met at sea
by smaller craft, into which the casks were trans-
ferred and then rowed ashore. And what was
more suspicious still was the fact that these fend-
ofFs were found wet ; so they had most probabl}^
been used recently in a seaway when some tub-
boats had been alongside the Georges.

Somehow or other, when she arrived at Ports-
mouth, although the matter was duly reported, it
was not thought necessary to haul her ashore, but
she was carefully examined afloat. The English
passenger found aboard gave the name of Mitchell,
but he was suspected of being Robinson, a
notorious Bognor smuggler. And it was now
further believed that the Geo7ges had sunk her
"crop "of tubs somewhere near the Owers (just
south of Selsey Bill), as on the morning of the day
when the Cameleon sighted her a vessel answer-
ing her description was seen in that vicinity.

On that occasion, then, the Georges could not

be detained, and we next hear of her on INIay 3,

when again she set forth from Cherbourg. She

had no doubt taken on board a fine cargo, for she

had a burthen of thirty-one tons, and this she

managed in some mysterious manner to land in

England. There can be no doubt that she did

394

FORCE AND CUNNING

succeed in hoodwinking the Revenue service for
a time, but it is probable that she employed
largely the method of sinking the tubs, which were
afterwards recovered in the manner already familiar
to the reader. At any rate. Lieutenant Owen, R.N.,
writing on May 9 from the Ryde coastguard
station to Captain Langtry, R.N., his inspecting
commander, reported that this Georges had arrived
off Ryde pier that morning at seven o'clock. She
had five Frenchmen on board besides Gosselin. It
was found that her tub -boat was a new one, and
when she arrived this was on deck, but it had since
been hoisted out, and Gosselin, having been brought
ashore, crossed by the Ryde steamer to Portsmouth
at 9 A.M.

What business he transacted in Portsmouth
cannot be stated definitely, but it is no foolish
guess to suggest that he went to inform his friends
at what spot in the neighbourhood of the Isle of
Wight he had deposited the casks of spirits a few
hours previously. However, Gosselin did not
waste much time ashore, for he had returned, got
up anchor and sails, and was off Bembridge Ledge
by five in the afternoon, at which time the
Georges was sighted by Captain Hughes, com-
manding the Revenue cutter Petrel. The
Georges was boarded and searched, and there
was a strong smell of brandy noticed, and it was
clear that her tub-boat had been recently used.

Somewhere — somehow — she had recently got rid

395

KING'S CUTTERS AND SMUGGLERS

of her " crop," but where and when could not
be ascertained. The Georges master protested
that he was very anxious to get back to Cherbourg
as quickly as possible ; and as there was nothing
definite found on board this foreign craft, Captain
Hughes decided to release her.

That was on May 9, then. But exactly a
week later this same Georges came running into
Torbay. On arrival here she was found to have
no tub-boat, although in her inventory she was
said to have a boat 21 feet long and 9 feet broad.
Some of her crew were also absent, which looked
still further suspicious. Still more, she was found
to have battens secured along her bulwarks for the
purpose of lashing tubs thereto. This made it
quite certain that she was employed in the
smuggling industry, and yet again there was no
definite reason for arresting this foreign ship. We
pass over the rest of May and June till we come
to the last day of July. On that date the lieu-
tenant in charge of the coastguard at Lyme (West
Bay) reported that he had received information
from Lieutenant Davies of the Beer station that a
landing of contraband goods was likely to be at-
tempted on the Branscombe station, which is just
to the west of Beer Head. It was probable that
this would take place on either the 1st or 2nd
of August, and at night. Orders were therefore
given that a vigilant look-out should be kept in

this neighbourhood. Nothing occurred on the

396

FORCE AND CUNNING

first of these dates, but about twenty minutes past
eleven on the night of August 2 reports and flashes
of pistols were heard and seen on the Sidmouth
station as far as Beer Head.

These were observed by Lieutenant Smith and
his crew, who were in hiding ; but, unfortunately,
just as one of the coastguards was moving from
his hiding-place he was discovered by a friend
of the smugglers, who instantly blazed off a
fire on the highest point of the cliff. However,
Lieutenant Smith did not waste much time,
and quickly had a boat launched. They pulled
along the shore for a distance of a mile and
a half from the beach, and continued so to do
until 2.30 A.M., but no vessel or boat could be
seen anywhere. But as he believed a landing
was taking place not far away, he sent in-
formation east and west along the coast. As a
matter of fact a landing did occur not far away,
but it was not discovered. An excise officer,
however, when driving along the Lyme road,
actually fell in with two carts of tubs escorted by
fifteen men. This was somewhere about midnight.
He then turned off the road and proceeded to
Sidmouth as fast as he could, in order to get assist-
ance, as he was unarmed. From there the chief
officer accompanied him, having previously left
instructions for the coastguard crew to scour the
country the following morning. But the excise

and chief officer after minutely searching the cross-

397

KING'S CUTTERS AND SMUGGLERS

roads found nothing, and lost track of the carts and
fifteen men.

That time there had been no capture, and the
smugglers had got clean away. But the follow-
ing night 'Lieutenant Smith went afloat with
his men soon after dark, and about half-past ten

"Taken completely by surprise."

observed a signal blazed off just as on the previ-
ous evening. Knowing that this was a warning
that the smuggling vessel should not approach
the shore, Smith pulled straight out to sea, hop-
ing, with luck, to fall in with the smuggling
craft. Happily, before long he discovered her
in the darkness. She appeared to be cutter-
rigged, and he promptly gave chase. At a

distance of only two miles from the shore he got

398

FORCE AND CUNNING

up to her, for the night was so dark that the
cutter did not see the boat until it got right
alongside, whereupon the smugglers suddenly-
slipped a number of heavy articles from her gun-
wale. Taken completely by surprise, and very
confused by the sudden arrival of the coastguard's
boat, Lieutenant Smith was able to get on
board their ship and arrest her. It was now
about 11.15 P.M.

But, having noticed these heavy splashes in
the water, the lieutenant was smart enough in-
stantly to mark the place with a buoy, and then
was able to devote his attention entirely to his
capture. He soon found that this was the
Georges of Cherbourg. She was manned by three
Frenchmen, and there were still hanging from
the gunwale on either quarter a number of
heavy stones slung together, such as were em-
ployed for sinking the tubs. There can be no
doubt that the Georges' intention had been .to
come near enough to the shore to send her tubs
to the beach in her tub-boat, as she had almost
certainly done the night before. But hearing
the coastguard galley approaching, and being
nervous of what they could not see, the tubs
were being cast into the sea to prevent seizure.

Although no tubs were found on board, yet

it was significant that the tub-boat was not on

board, having evidently been already sent ashore

with a number of casks. There was a small 12-feet

399

KING'S CUTTERS AND SMUGGLERS

dinghy suspended in the rigging, but she was

obviously not the boat which the Gcoi^ges was

accustomed to use for running goods. Lieutenant

Smith for a time stood off and on the shore, and

then ran along the coast until it was day, hoping

to Ml in with the tub-boat. Just as he had

captured the Georges another coastguard boat,

this time from the Beer station, came alongside,

and so the officer sent this little craft away with

four hands to search diligently up and down the

coast, and to inform the coastguards that the

tub-boat had escaped. When it was light, Smith

took the Georges into Lyme Cobb, and her crew

and master were arrested. She had evidently

changed her skipper since the time when she was

seen off the Hampshire shore, for the name of

her present master was Clement Armel. They

were landed, taken before the magistrates, and

remanded. But subsequently they were tried,

and sentenced to six months' hard labour each

in Dorchester gaol, but after serving two months

of this were released by order of the Treasury.

On the 5th of August the boats from

Lieutenant Smith's station at Branscombe went

out to the spot where the Georges had been

captured and the mark-buoy with a grapnel at

the end of it had been thrown. There they

crept for a time and found nothing. But it had

been heavy weather, and probably the tubs had

gone adrift without sinkers to them. At any

400

FORCE AND CUNNING

rate no landing was reported along the shore,
so it was doubtful if the tub-boat had managed
to get to land. As to the Geoi^ges herself, she
was found to be almost a new vessel. She was
described as a handsome craft, "and very much
the appearance of a yacht, and carries a white
burgee at her masthead with a red cross in it,
similar to vessels belonging to the Yacht Club."
The reference to the "Yacht Club" signifies
the Royal Yacht Squadron, which was originally
called the Royal Yacht Club. In those days
the number of yachts was very few compared
with the fleets afloat to-day. Some of the
Royal Yacht Club's cutters were faster than any
smuggler or Revenue craft, and it was quite a
good idea for a smuggler built with yacht-like
lines to fly the club's flag if he was anxious to
deceive the cruisers and coastguards by day.
Some years before this incident there was found
on board a smuggling lugger named the Maria,
which was captured by the Revenue cruiser
Prince of Wales about the year 1830, a broad
red pendant marked with a crown over the
letters " R.Y.C.," and an anchor similar to those
used by the Royal Yacht Club, One of the
3Iaria''s crew admitted that they had it on board
because they thought it might have been service-
able to their plans. The point is not without
interest, and, as far as I know, has never before

been raised.

401 2 c

KING'S CUTTERS AND SMUGGLERS

But to conclude our narrative of the Georges.
As it was pointed out that she was such a fine
vessel, and that Lyme Cobb (as many a seafaring
man to-day knows full well) was very unsafe in
a gale of wind, it was suggested that she should
be removed to Weymouth " by part of one of
the cutters' crews that occasionally call in here."
So on the 7th of September in that year she
was fetched away to Weymouth by Lieutenant
Sicklemore, R.N. She and her boat were valued
at £240, but she was found to be of such a
beautiful model that she was neither destroyed
nor sold, but taken into the Revenue service as
a cutter to prevent the trade in which she had
been so actively employed.

And so we could continue with these smug-
gling yarns ; but the extent of our limits has
been reached, so we must draw to a close. If
the smuggling epoch was marred by acts of
brutality, if its ships still needed to have those
improvements in design and equipment which
have to-day reached such a high mark of dis-
tinction, if its men were men not altogether
admirable characters, at any rate their seaman-
ship and their daring, their ingenuity and their
exploits, cannot but incite us to the keenest
interest in an exceptional kind of contest.

402

APPENDICES

APPENDIX 1

SLOOPS OR CUTTERS

The reputed difference between a sloop and cutter in the
eighteenth century is well illustrated by the following,
which is taken from the Excise Trials, vol. xxx., 1st July
1795 to 17th December 1795, p. 95.

In Attorney-General v. Julyan and others there was an
action to condemn the vessel Mary of Fowey, brought
under the provisions of sec. 4, c. 47, 24 Geo. III., as
amended by sec. 6, c. 50, 34 Geo. III. There were several
counts, including one with regard to the vessel being fitted
with "arms for resistance," but the case turned on the
question whether she was cutter-rigged or sloop-rigged.
Counsel for the prosecution defined a cutter as " a thing
constructed for swift sailing, which, with a view to effect
that purpose, is to sink prodigiously at her stern, and her
head to be very much out of water . . . built so that she
should measure a great deal more than she would contain."

Such a definition, however satisfactory it may have been
to the legal mind, was one that must have vastly amused
any seafaring man. The judge, quoting expert evidence,
explained the difference between a cutter and a sloop as
follows : — A standing or running bowsprit is common to
either a sloop or a cutter, and a traveller, he said, was
an invariable portion of a cutter's rig, so also was a

403

KING'S CUTTERS AND SMUGGLERS

jih-tack. The jib-sheet, he ruled, differed however; that
of a cutter was twice as large as that of a sloop and
was differently set. It had no stay. A sloop"'s jib-sheet
was set with a fixed stay. Furthermore, in a cutter the
tack of the jib was hooked to a traveller, and there was
a large thimble fastened to a block w^hich came across the
head of the sail. There were two blocks at the mast-head,
one on each side. " A rope passes through the three blocks
by which it is drawn up to the halliards." The jib of a
cutter " lets down and draws in a very short time." A
cutter usually had channels and mortice-holes to fix legs
to prevent oversetting.

404

APPENDIX II

LIST OF CRUISERS EMPLOYED IN THE CUSTOMS
SERVICE FOR THE YEAR 1784

Name.

Where

Stationed.

Remarks.

Lively and )
Vigilant j

London . .

These vessels were the jjroperty of
the Crown. The Lively cruised
in the winter half-year, but in
the summer her crew did duty
on board the Vigilant.

Defence . .

1(5

Gravesend . .

On the Establishment.

Success . .

Rochester . .

) 5 )?

Otter . . .

Rochester . .

Moored in Standgate Creek to guard
the Quarantine.

Active .

Eaversham .

On the Establishment.

Sprightly .

Sandwich . .

Employed by Contract from May
27, 1784.

Greyhound .

Sandwich . .

Employed by Contract from Janu-
ary 27, 1784.

Scourge . .

Deal. . . .

Employed by Contract from Janu-
ary 27, 1784.

Nimble . .

Deal. . . .

Employed by Contract from April
23, 1784.

Tartar . .

Dover . . .

On the Establishment.

Assistajivc .

Dover . . .

Employed by Contract.

Alert . . .

Dover . . .

Employed by Contract from April
22, 1784.

Stag . . .

Rye ... .

On the Establishment.

Hound . .

30&24

Rye ....

Contract. Crew reduced to 24 on
October 9, 1784.

Surprise

Newhaven

Contract. Crew reduced to 24 on
October 9, 1784.

Enterprise .

Shoreham . .

Establishment in 1784, but after-
wards on Contract.

Falcon . .

18&28

Chichester .

Establishment.

Roebuck .

Portsmouth .

Antelope. .

Portsmouth .

Rose . . .

Southampton

405

KING'S CUTTERS AND SMUGGLERS

Name.

Where
Stationed.

Remarks.

Speedwell .

f Weymouth J
\Cowes . . j

She was on Contract at Weymouth
but was removed to Cowes on
June 10, 1784.

S7ran . . .

Cowes . . .

Contract from March C, 17S4

Laurel .

Poole . . .

>> >) ))

Diligence .

/Poole . . \
\ Weymouth /

Contract. Removed from Poole to

Weymouth, March 2, 1784.

Alarm . .

Exeter . . .

Contract. Removed from Poole to
Weymouth, March 2, 1784.

Spider , .

Dartmouth .

Contract. Removed from Poole to
Weymouth, March 2, 1784.

Ranger . .

Plymouth . .

Establishment.

Wasp . .

Plymouth . .

Contract.

Squirrel . .

Looe . . .

, ,

Hawke . .

18&2G

Falmouth . .

Lark .

Falmouth . .

Lurcher . .

Penryn . . .

Tamer . ,

Scilly . . .

Brilliant

St. Ives . .

Dolphin . .

St. Ives . .

Brisk . .

Milford . .

Repidse . .

Colchester

Establishment.

A rgus

Harwich . .

Bee . . .

Harwich . .

Contract.

Hunter . .

Yarmouth .

Establishment.

Experiment .

Boston . . .

Swallow . .

HuU. . . .

Mermaid

Newcastle

Eagle . . .

Newcastle

406

APPENDIX in

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408

APPENDIX IV

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Thos. White .
Th. Inman .
Ransom & Ridley
Wm. Hedgcock
J. B. Good .
Chas. Golder
Ransom & Ridley
W. Good & Son
Rd. Graves .
Chas. Miller .
Th. White .
Th. White .
Th. White .
N. Harvey .
T. White
T. White
Ransom & Ridley
T. White
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Fly (late iVciw CA<

Arrow (late ^ea/c

Camekon (lost)

Dolphin

Ranger

Tartar

Repidse

Nimble

Sprightly

Sealark

Scout ,

Fox .

Endeavour .

Adder (sold)

Vigilant

Kite .

Hound (lost)

Experiment ,

409

KING'S CUTTERS AND SMUGGLERS

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410

APPENDIX IV

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APPENDIX V

SPECIFICATION FOR BUILDING A CUTTER FOR THE
REVENUE SERVICE OF THIRTY-FIVE TONS

{As built in the year 1838)

Length. — From Stem to Sternpost, 44 feet. Keel for tonnage,
41 feet.

Breadth. — Extreme from outside the Plank, 14 feet 5 inches.

Depth. — From the upper-part of the Main Hatch-Beam to the
Ceiling alongside the Keelson, 7 feet 8 inches.

Keel. — The Keel to be of good sound Elm, in not more than
two pieces, with Hook and Butt Scarphs 6 feet long, sided
6i inches. Depth aft 12 inches, forward 14 inches, with a
false Keel.

Stem. — To be of sound English Oak, clear of Sap and all other
defects, sided 5i inches, and to be sufficiently thick at the
head to admit of a hole for the Main Stay.

Stern Post. — To be of sound English Oak, clear of Sap and all
other defects, sided 5^ inches.

Dead Wood. — The Dead Wood both forward and aft to be of
Oak, clear of Sap and all defects, except the two lower
pieces which may be Elm, and secured by a Knee well
bolted through the Sternpost, and Dead Wood aft, and
Stem and Dead Wood forward.

Floors and Futtocks. — To be sided 5^ and not more than
6 inches apart. The lower Futtocks sided 5^ inches,
second Futtocks 5, third Futtocks 5, and Toptimbers 4^,
Stantions 4 inches. The heels of the lower Futtocks to
meet on the Keel, all the Timber to be well grown and
seasoned, clear of Sap and other defects ; — of English Oak.
412

APPENDIX V

Keelson. — The Keelson to run well forward and aft, of sound
Oak, clear of Sap, sided 7 Inches and moulded 9 inches
Midships. The ends moulded 7 inches and sided 6 inches.
To be bolted through the floors and Keel with ^ inch
Copper Bolts well clenched on a ring, under the Keel.

Stantions. — Stantions sided 4 inches at the Gunwale and Sc-
inches at the Head, and so spaced as to form 4 ports, each
side 20 inches in the clear, and the port lids hung with
composition hooks and hinges to roughtree rail and one
Stantion between each port, or more if necessary.

Counter-Timbers. — To be sided from 4i to 4 inches and the
Transoms well kneed.

Breast-Hooks. — To have 3 Breast-Hooks, one under the Bow-
sprit sided 4 inches, the others sided 4|^ inches, all of the
best English Oak, with arms not less than 3 feet long,
clear of Sap and other defects ; the two lower ones to be
bolted with Copper Bolts. The Throat Bolt to be ^ inch
diameter, to go through the stem and clenched, and three
in each arm of §, all well clenched on a ring.

Beams. — The Beams to be good sound Oak, clear of all defects,
to round up 5^ inches. The Beam before and the Beam
abaft the Mast to be sided 6 inches, and moulded 6 inches,
and not more than 4 feet apart, and to have two Wood
lodging Knees to each, also one Iron hanging Knee to
each ; the remainder of the Beams to be sided 5 inches,
and moulded 5 inches, and regularly spaced, and not more
than three feet from Centre to Centre, with two 1 inch
dowels in each end, instead of dovetailing into the shelf-
piece, with a f inch bolt through each dowel, and an inch
and quarter hole bored in the end of all the Beams 10
inches in, and another from the under side to meet it,
then seared with a hot Iron to admit Air.

Carlings and Ledgers. — To have 2 fore and aft Carlings be-
tween each Beam 4 inches by 3^, and a Ledge 3^ by 3 inches
between the Beams where required. The Mast Carlings to
be good English Oak, 4 inches thick, and 10 inches broad.
413

KING'S CUTTERS AND SMUGGLERS

Wales and Bottom Plank. — The Wales to be of English well-
seasoned Oak^ 3 inches thick, clear of all defects, with one
strake of 2\ inches thick next under the Wales, and one
bilge strake of 2~ inch each side. The remainder of the
Bottom to be full 2 inches thick when worked, all of sound
English Oak, except the Garboard and one next to it
which may be of Elm ; Plank to work l6 feet long with
6 feet shifts, and two strakes between each Butt : the first
strake above the Wales to be 2 inches thick, the re-
mainder 2 inches, paint strake 2 inches.

Spirketting. — The Spirketting to be 2 inches thick.

Waterways. — The Waterways to be of English Oak, 3 inches
thick, clear of Sap and strakes, and not less than 6 inches
broad in any part.

Plansheer. — The Plansheer of good English Oak, full 2 inches
thick when worked, and to form the lower Port Sills.

Shelf Pieces. — The Shelf Pieces to be fitted to the Timbers
instead of working it over the Clamp, as heretofore, to be
of good sound English Oak, 6 inches broad, 3^ inches
thick, and bolted with |^ inch bolts, two feet apart, well
clenched.

Clamps. — The Clamps to be of good sound Oak, 8 inches broad
and 2 inches thick, fitted up to the under side of the Shelf
Pieces.

Ceiling. — To have two strakes of 2 inch Oak on the Floor and
lower Futtock Heads, both sides, and the Ceiling to be of
Ij inch Oak, all English, as high as one foot above the
lower Deck ; the remainder as high as the clamp, to be of
Red Pine, clear of Sap and other defects, ~ inch thick.

Channels. — The Main Channels to be of the best English Oak,

of sufficient breadth, to convey the rigging clear of the

Weather Cloth Rail, and 3^ inches thick with 4 substantial

Chainplates with Iron bound Dead-eyes complete, on each

414

APPENDIX V

side. The two lower bolts in each plate to be 1 inch in
diameter. No Bolt in the Chainplate through the Channel
as usual. The Chainplates to be let their thickness into
the edge of the Channel, and an Iron plate 3 inches broad,
and f inch thick, secured over all by Small Bolts 4|-
inches long.

Ports. — To have 4 Ports on each side properly spaced, and the
Port Lids hung with Copper Hooks and Hinges.

Bulwark. — The Bulwark to be of Baltic Red Pine 1 inch thick,
to be worked in narrow strakes about 5 inches broad. The
edges grooved and tongued together, and not lined as
usual, except from forward to bow port.

RouGHTREE Rail. — To be of good clean, straight gi'ained Oak
4|^ inches broad, and 2^ deep, to be fitted with a sufficient
number of Iron Stantions 2|- inches long, with Oak Rail
2 inches square for Weather Cloths. The Roughtree Rail
to be 2 feet high from Deck.

Deck. — The Upper Deck to be of the best Baltic Red Pine,
full 2 inches thick when worked, clear of Sap, strakes, &c.,
and not more than 5 inches broad each plank. The plank
under, and between the Bitts Knees, to be English Oak
2^ inches thick, the whole to be fastened with Copper
Nails of sufficient length.

BiTTs. — The Bowsprit Bitts to run down to the Ceiling, with a
Bolt in the Keel of each, and so placed that the Bowsj^rit
may be run aft clear of the Mast Larboard Side. Size of
the Bitts at the head fore and aft 7 inches, thwartships 6
inches, and to be the same size at lower part of Deck,
with a regular taper to heel. The Windlass Bitts to be
sided 7 inches, and left broad and high enough above the
Deck to admit of a Patent Pinion Cog, and Multiplying
Wheels to be fitted to Windlass, with Crank, Handles, &c.
To have good and sufficient Knees to all the Bitts. The
Bowsprit Bitt Knees sided 6 inches, Windlass Bitt Knees
sided 5 inches.

415

KING'S CUTTERS AND SMUGGLERS

Windlass. — The Barrel of the Windlass to be of good sound
English Oak, clear of all defects, diameter in the middle
10 inches, and fitted with Patent Iron Palls, with two
hoops on each end, and seasoned Elm W^helps 2i inches
thick, hollowed in the middle for Chain Cable 14- inches
long, taking care that it leads far from the Hawse Holes,
to have 6 Iron Plates let into the Angles of the Whelps.
The Iron Spindle to be 2 inches Diameter, and to let into
the Barrel of the Windlass 1 2 inches, and to be fitted with
Pinion, Cog, and Multiplying Wheels and Crank Handles,
to have two W^indlass ends not more than a foot long each ;
care must be taken not to cut the Handspike holes where
the Chain Cable works.

Scuppers. — To have 2 oval Lead Scuppers, each side, 3 by If
inch in the clear.

Eye Plates. — To have two stout Iron Eye Plates, both sides
forward for Bowsprit, Shrouds, &c. with two Bolts in each,
and three Plates both sides for Runners and Tackles aft,
the Eyes to reach up to the top of Roughtree Rail, and to
have a good strong Iron Hanging Knee each side to the
Beams abreast the Runners.

Hatchways. — The Main Hatchway to be 4 feet broad and 3
feet fore and aft in the clear. The Combins 3 inches thick
and 11 inches broad, let down on Carlings 3 inches thick
and 4^ inches broad.

Skylights. — To be fitted with two Skylights with Plate Glass
and Copper Guard, Commanders to be 3 feet long and 2
feet broad ; Mates Skylight 2 feet square, with Plate Glass,
Copper Bars |^ diameter.

Illuminators. — To have 10 oblong 4 inch Illuminators let into
the Deck where most required, and a 5 inch Patent one
over the Water Closet.

Winch. — To have a Patent Winch round the Mast, and the
Mast to be wedged in the partners.

416

APPENDIX V

Pumps. — To be fitted with two Metal Bilge Pumps 3i inch
chamber and everything complete ; also one Metal Pump
amidships with 6 inch chamber, and two sets of Brass
Boxes, and everything requisite ; also a Wash Deck Pump
fitted aft.

Rudder. — To have a good and sufficient Rudder with two sets
of Metal Pintles and Braces, and one Iron Pintle and
Brace at the head of the Sternpost above the Deck, and to
be fitted with two good Tillers.

Companion. — To be fitted with a Companion and Bittacle
complete.

Hawsepipes. — To have two stout cast Iron Hawsepipes for Chain
Cable 4 inches in the clear, also two Cast Iron Pipes in
the Deck with Bell Mouth, to conduct the Chain Cable
below.

Lower Deck. — The Lower Deck Beams to be regularly spaced
and not more than 4 feet apart, the Deck to be 1^ inches
thick, of good Red Pine, the Midships part 3 feet broad,
to be fastened to the Beams, also some of the side plank,
the remainder made into Hatches, the edges bolted
together with i inch Iron, the Deck and Cabin Floor
abaft. Main Hatch to be 1 inch thick, and made into
Hatches where required.

Magazine. — To have a Magazine abaft, properly fitted and lined
on the inside with 5 lb. Lead, and Double Doors with
Copper Hinges and Lock to the outside Door.

Bread Room. — To have Bread Rooms and Flour Bins lined
with Tin as usual.

Galley. — The Galley under the Fire Hearth to be coppered
with 32 oz. Sheet Copper 5 feet square, and the under
part of the Upper Deck, Beams, &c. ; over the Boilers
4 feet square, to be leaded with 6 lb. Lead.

Lockers and Bins. — To be fitted with Store Bins and Lockers
from the Bows to the Cabin Bulkheads between Decks.
417 2 D

KING'S CUTTERS AND SMUGGLERS

Bulkheads. — To have Bulkheads between Decks for Com-
mander's Cabin, State Room, and all other Bulkheads, as
is customary for a Revenue Cruiser of the 3rd class, with
all DraAvers, Cupboards, Bed-places, Tables, Wash-stands,
&c. complete. The Cabin Bulkheads to be framed in
Panels, all Hinges to be Brass with Brass Pins.

Bulkheads, Hold. — To have Bulkheads in the Hold, for Coals,
Stores, Casks, Chain Cables, &c., and an opening of one
inch left between each Plank to give air, except the Coal-
hole which must be close.

Ladders. — To have a Main Hatch, Fore Hatch, and Cabin
Ladder complete.

Cleats. — To be fitted complete, with all Cleats, Cavels, Snatch
Cleats with Shieves, Brass coated Belaying Cleats, and
Racks with Belaying Pins, &c., and an Iron Crutch on
Taffrail for the Boom.

Fastenings. — The whole of the Plank to be fastened with good
well seasoned Treenails, and one ^ inch Copper Bolt in
every Butt from the Keel up to the Wales, to go through
and clench on a Ring on the Ceiling, and the Treenails
drove through the Ceiling, wedged on the inside and
caulked outside.

Ring and Eye Bolts. — To be fitted Avith all necessary Ring
and Eye Bolts, as customary for a Revenue Cruiser.

Legs. — To have 2 substantial Oak Legs properly fitted.

Paint. — The whole of the Wood Work inside and out to have
three coats of the best Paint, well put on.

Hull. — The Hull to be completed in every respect as a Revenue
Cruiser of the 3rd Class, and all Materials found by the
Contractor, except Copper Sheathing for the Bottom and
Water-Closets, with all ShipAvrights', Caulkers', Joiners',
Blacksmiths', Copper-smiths', Braziers', Glaziers', Plumbers'
and Painters' work

418

APPENDIX V

Cathead. — To have an Iron Cathead with two Shieves strong
enough to cat the Anchor, and fitted both sides.

Cock. — To have a Stop Cock fitted forward under the Lower
Deck, to let in Water occasionally.

Water-Closet. — To have a Patent Water-Closet of Danton's
fitted below, and a Round-house on Deck, aft Starboard
side complete, with a Pantry for meat, the Larboard side
to correspond with the Round-house, and a Poop Deck
between both, nailed with Copper Nails ; also a seat of
ease on the Larboard side forward for the Crew, with Lead
Pipe to water edge ; the whole of the Locks throughout
to be Brass and Brass Works.

Air Openings. — An inch opening to be left all fore and aft
under the Clamp both sides, also in the Ceiling between
the Lower Deck Beams, and another in the upper part of
the Bins, and one inch auger hole bored between the
Timbers in the run aft and forward where lists cannot be
left out, also a hole of one inch in all the Timbers, fore
and aft, to admit air, and those holes seared with a hot
iron ; all Chocks for securing the frame Timbers together
are to be split out before the bottom Plank is worked.

The Cutter to remain in frame for one Month before
closed in, then when the outside Plank is worked and all
the Sap taken off the Timbers, and before the Ceiling is
worked, to give the Timbers a good coat of Stockholm Tar.
Should there be any omission or want of more full
statement in this Specification, the Contractor is to under-
stand that the Hull of the said Vessel is to be fitted
and completed fit for Sea in every respect as is usual for a
Revenue Vessel of her Class, the Board finding the Copper
Sheathing and Water-Closet.

Defects to be Amended. — Any defects discovered in the
Timbers or Plank, &c., by the Officer or Overseer appointed
by the Honourable Board of Customs to survey and inspect
the same, or insufficient workmanship performed to the

419 2 D 2

KING'S CUTTERS AND SMUGGLERS

said Cutter during her buildings the said defect or deficiency
both in the one and in the other, shall upon notice thereof
to the Contractor be forthwith amended, and the said
Overseer shall not at any time have any molestation or
obstruction therein.

Note. — For a 150-ton Revenue Cutter the following dimensions were
employed : —

Length.— (Stem to Sternpost) 72 feet. Keel for Tonnage, 68 feet.

Breadth.— (Extreme) 22 feet 10 inches.

Depth. — 10 feet 3 inches.

Beams to be 7 inches.

Deck to be 2 inches thick.

Four Oak Legs to be supplied

420

APPENDIX VI

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421

APPENDIX VII

LIST OF THE CRUISERS IN THE REVENUE COAST-
GUARD OF THE UNITED KINGDOxM IN THE
YEAR 1844

Name of Cruiser.

Number of
Crew.

Name of Cruiser.

Number of
Crew.

Shamrock .

Badger

Kite .

Skylark .

Swift

Petrel

Prince of Wales

Racer

Wickham .

Hamilton .

Greyhound

Chance

Prince Albert

Harriett .

Royal Oeorge

Rose .

Mermaid .

Adder

A dclaide .

Rob Roy .

Wellington

Eliza

Harpy

Jane,

Royal Charlotte

Experiment

Star/ .

Albatross .

Defence

Asp .

Eagle

Frances

Lapwing .

A rrow

Sylvia

Viper

Victoria .

Neptune .

Lively

Sealark

Vigilant .

Hind

Active

Liverpool .

Camelcon .

Maria

Fox .

Sylph

Dolphin .

Gertrude .

Scout

Governor .

Tartar

Nelson

Uawke

Princess Royal

Ranger

Ann ,

Nimble

Fairy

Desmond .

Ferret

Sprightly .

Lady of the Lake

Lion .

Vulcan (steamer)

Note. — The size of the above varied from 25 tons to 164 tons.
the ss. ViUcan was of 325 tons.

422

But

APPENDIX VIII

No [better instance of the strained relationship existing
between the Royal Navy and the Revenue Service could
be found than the following. It will be seen that the
animosity had begun at any rate befoi'e the end of the
seventeenth century and was very far from dead in the
nineteenth.

The first incident centres round Captain John Rutter,
commander of " one of the smacks or sloops in the service
of the Customs about the Isle of Wight." He stated that
on April 24, 1699, about eight o'clock in the evening, he
went on board to search the ship Portland at Spithead,
the latter having arrived from France with a cargo of
wine. At the same time there put off the long boat from
Admiral Hopson's Resokdion demanding four hogsheads
and four tierces, which (said Rutter) " I denied, but how-
ever" they took it out by force and carried it on board."
Rutter then went on to the Resolution and there found
the wine lying on deck. The Admiral sent for him aft,
and said that he would see the wine forthcoming, for he
would write to the Commissioners of Customs.

Some time afterwards Rutter was ashore at Portsmouth
in company with Captain Foulks, who was one of the
officers stationed on land. The latter informed Rutter that
he was a rogue for having informed against the Admiral.
Foulks drew his sword, and, had he not been prevented,
would have murdered Rutter. Apparently Admiral Hopson
never forgave Rutter. For, some months later, Rutter was

423

KING'S CUTTERS AND SMUGGLERS

riding off Portsmouth "with my Pendent and Colours
flying, rejoicing for the happy arrival of His Maty."
Hopson was being rowed ashore, and when near " my
yacht ordered my pendent to be taken down. I being
absent, my men would not do it without my order, whereon
he sent his boat on board and one of his men took it down.
I coming on board to goe upon my duty ordered it to be
hoysted again and imediately he sent his boat with one
of his Lieutenants to take it down again with a verball
order which I refused to lett him do, but by strength
overpowered me and my company and took it down by
force, and beat us to ye degree yat I know not whether
it may not hazard some men's lives, which I acknowledge
I did not wear it in contempt, and if he had sent another
time I would readily have obeyed his Order. Now I humbly
conceive that it was merely out of malice as I can prove
by his own mouth."

Arising out of this incident, a letter was sent from the
Admiralty to the Portsmouth Custom House and signed
by "J. Burchett." The latter opined that it was not a
fault for the Custom House smacks to wear a pendant,
but pointed out that the Proclamation of 1699 obliged
the Custom House smacks to wear such a pendant as was
distinct from the King's " as well as their Jacks and
Ensigns." Furthermore he suggested that it had always
been customary to strike such pendant when in sight of an
Admiral's flag, especially if demanded.

The second incident occurred on February 4, 1806. The
commanding officer of H.M. Armed vessel Sentinel was lying
in Shields harbour. He sent word to a man named Stephen
Mitchell, who caused the watch of the Revenue cutter Kagle
to hoist the EagWs pendant half-mast. Mitchell naturally
replied that he dared not do so without his captain's orders.
Mitchell, therefore, sent to his captain, George Whitehead,
but before the latter's arrival the pendant was hauled down

424j

APPENDIX VIII

and carried on board the Sentinel with threats that White-
head should be prosecuted for wearing a pendant. White-
head accordingly wrote to the Collector and Controller of
the Customs at Newcastle to lodge a complaint. The latter,
in turn, wrote to Lieut. W. Chester, R.N., commanding this
Sentinel gun-brig asking for an explanation. The naval
officer replied by referring them to Articles 6 and 7 of the
Admiralty Instructions regarding ships or vessels in the
service of any public office, by which it was ordei'ed that
they should wear the same Ensign and Jack as ships having
Letters of Marque, except that in the body of the Jack
or Ensign there should be likewise described the seal of
the office they belonged to. All vessels employed in the
service of any public office were forbidden to wear pendants
contrary to what was allowed, and officers of ships-of-war
were permitted to seize any illegal colours. Chester con-
tended that the Eagle was hailed and requested to lower
her colours half-mast, as an officer of the Navy was being
interred at South Shields, and all the other vessels in the
harbour " had their colours half staff down ■" except the
Eagle. Because the latter refused, Chester requested her
mate to come on board the Sentinel, as the former wished
to explain why the colours should be lowered. An officer
was thereupon sent on board the Eagle to haul them down.
Chester demanded an apology for the disrespect to the
deceased officer.

And one could easily quote other similar instances be-
tween H.M.S. Princess and the Revenue cutter Diligence:
and H.M. gun-brig Teazer and the Revenue cruiser Hard-
xviche.

Printed by Ballantynk, Hanson df Co.
Edinburgh &' London

UNIVERSITY OF CALIFORNr

4 t ¥I>r» • »»■

University of California

SOUTHERN REGIONAL LIBRARY FACILITY

?05 De Neve Drive - Parking Lot 17 • Box 951388

LOS ANGELES, CALIFORNIA 90095-1388

p. thi. material to the library from which it was borrowed.

Mt K

DEI

For:

UC SOUTHERN REGIONAL LIBRARY FACILITY

AA 001 176149

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